PoliMi Master Thesis | SUMPS AND THE TRANSITION BEHIND PLANNING PARADIGMS by Maria Natália Alcântara

Dipartimento di Architettura e Studi Urbani | DAStU Master of Science in Urban Planning and Policy Design

Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms: in-depth comparative analyses of strategic documents from EU Capitals VIENNA BRUSSELS BUDAPEST ROME LISBON

Supervisor Prof. Ph.D. Paolo Beria

Author MARIA NATALIA PAULINO ARAUJO ALCANTARA 904114

Academic year: 2021/2022

Dedication

This thesis is entirely dedicated to my mother, Jussara Paulino de Araújo Alcântara, who, unfortunately, was one of the COVID-19 victims. This work is in recognition of her unmeasurable efforts to provide everything in her power to fulfill my most desirable dreams. Words would never be enough to express all my gratitude for having her as my mom, the best one I could ever have. I truly wish she could be physically by my side at this particular moment to celebrate the end of this cycle. For instance, we have talked so many times about how we truly envisioned it would be

selecting together the

d'alloro, the clothes I would be using for the defense, and so many more details that we dreamed jointly. Although, for some reason accept

that I still do not understand and refuse to

life has put us apart; however, I wish to believe we will be together one day. Mamãe, eu te amo maior que o universo inteirinho.

Acknowledgments

First and foremost, I would like to thank my parents, Valdir and Jussara (in memoriam), for their endless love and the myriad of ways in which, throughout my life, they have supported me in my determination to grasp my potential. For them, my deepest gratitude. Boundless gratefulness for the support is outstretched to the following individuals who, in one manner or another, have helped make this thesis feasible. Professor Paolo Beria, my genuine appreciation to my supervisor for all his expertise, ideas, patience, and dedicated feedback. His priceless intellectual support and guidance helped me throughout the entire thesis development. Professor Erika Cristine Kneib, for being an inspiration since my bachelor s and supporting me in pursuing and exploring urban mobility. I am glad to have her friendship and encouragement in life, especially while doing this thesis. Gabriela Aranha, Jéssica Monike, and Lidiane Gomes, for being the best friends I could ever had. I am incredibly grateful for all their unwavering support in all means, even overseas, during all this tough time. I cannot thank them enough for all the years of trustworthy friendships. Camila Araújo, Cleon Jr, Ester Issac, Flaviane Siqueira, Lisbeth Huber, Luciana Souza, Marília Rezende, Mario Pacheco, Marlo Barnard, Nathália Resende, Laura Teixeira, Renata Oliveira, Tathiany Jéssica, and Yasmin Pizzolatto, for their friendship and unmeasurable emotional assistance through madness and outbreaks moments. Sepideh Saeedi and Mahshid Hasankhani, for the friendship and great moments that arose during this master s program. MIC-HUB team, for all inspirational urban mobility support. Completing this thesis would not have been possible without their comprehension, especially during the last days of this thesis development. Last but not least, Thais Costa, for being a great psychologist whose help cannot be overestimated during this challenging period.

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Abstract

The dynamics of the cities are diverse and complex. Moreover, urban mobility plays a crucial role in planning frameworks, requiring a holistic vision to handle current and future challenges. Although traditional transport planning has been a vital instrument in urban policies over the decades, it cannot solve mobility challenges anymore since they go beyond the transport field. Thus, a transition toward a new paradigm based on integrated strategies and visions is needed to enhance the quality of urban life. In 2013, the guidelines for creating Sustainable Urban Mobility Plans (SUMPs) were launched, and if well employed, they could be effective means to foster this change and improve the cities. Therefore, this study scrutinizes the SUMP guidelines in strategic documents from five EU Capitals to discover to what extent they could be considered SUMPs. In addition, a discussion comparing the results reveals the strengths, weaknesses, and challenges assessed to further addressed the shift from traditional transport planning (TTP) toward sustainable urban mobility planning (SUMPing). Hence, this thesis unveils the mobility planning paradigm transition and pinpoints processes that have been promoting (or not) sustainable urban development. Keywords: Sustainable Urban Mobility Planning; Traditional Transport Planning; Urban Mobility Paradigms; Sustainable Urban Development; Vienna; Brussels; Budapest; Rome; Lisbon;

Riassunto Le dinamiche delle città sono diverse e complesse. Inoltre, la mobilità urbana svolge un ruolo cruciale nei quadri di pianificazione, richiedendo una visione olistica per gestire le sfide attuali e future. Sebbene la pianificazione dei trasporti tradizionale sia stata uno strumento vitale nelle politiche urbane nel corso dei decenni, non può più risolvere le sfide della mobilità poiché vanno oltre il campo dei trasporti. Pertanto, è necessaria una transizione verso un nuovo paradigma basato su strategie e visioni integrate per migliorare la qualità della vita urbana. Nel 2013 sono state lanciate le linee guida per la creazione di Piani di Mobilità Urbana Sostenibile (SUMP) che, se ben utilizzati, potrebbero essere strumenti efficaci per favorire questo cambiamento e migliorare le città. Pertanto, questo studio esamina le linee guida dei SUMP nei documenti strategici di cinque capitali dell UE per scoprire in che misura potrebbero essere considerati SUMP. Inoltre, la discussione che confronta i risultati dei casi di studio rivela i punti di forza, di debolezza e le sfide valutate per affrontare ulteriormente il passaggio dalla pianificazione dei trasporti tradizionale (TTP) alla pianificazione della mobilità urbana sostenibile (SUMPing). Quindi, questa tesi svela la transizione del paradigma della pianificazione della mobilità e individua i processi che hanno promosso (o meno) lo sviluppo urbano sostenibile. Parole chiave: Pianificazione della mobilità urbana sostenibile; Pianificazione dei trasporti tradizionali; Paradigmi di mobilità urbana; Sviluppo Urbano Sostenibile; Vienna; Bruxelles; Budapest; Roma; Lisbona;

Table of Contents Dedication

Acknowledgments

iii

Abstract

List of Figures

vii

List of Tables

List of Abbreviations

Introduction 1.1. Problem Statement

1.2. Research Question

1.3. Aims of the Research

1.4. Research Structure

Literature Review

2.1. Strategic planning documents as a powerful tool

2.2 The Urban Mobility Paradigms

2.3 The European transport policy evolution

2.4. The European SUMP Concept & Guidelines

Research Design and Methods

3.1. European Capitals as Case Studies

3.1.1. Vienna, Austria

3.1.2. Brussels, Belgium

3.1.3. Budapest, Hungary

3.1.4. Rome, Italy

3.1.5. Lisbon, Portugal

37 41

3.2.Research Methods

3.2.1. Descriptive Coding | SUMP 12 Steps elements

3.2.2. SUMP Self-Assessment Tool | Principles of a SUMP

Data Analysis & Results

4.1. Vienna | STEP UMP | STEP 2025 Fachkonzept Mobilität

4.1.1. Phase 1 | Preparation & Analysis

4.1.2. Phase 2 | Strategy Development

4.1.3. Phase 3 | Measure Planning

4.1.4. Phase 4 | Implementation & Monitoring

4.1.5. Principles of SUMP

4.2. Brussels | GM | Good Move Plan Régional de Mobilité 2020-2030 4.2.1. Phase 1 | Preparation & Analysis

4.2.2. Phase 2 | Strategy Development

4.2.3. Phase 3 | Measure Planning

4.2.4. Phase 4 | Implementation & Monitoring

4.2.5. Principles of SUMP

4.3. Budapest | BMT | Budapesti Mobilitási Terv 2030

4.3.2. Phase 2 | Strategy Development

4.3.3. Phase 3 | Measure Planning

4.3.4. Phase 4 | Implementation & Monitoring

4.3.5. Principles of SUMP

4.4.1. Phase 1 | Preparation & Analysis

4.4.2. Phase 2 | Strategy Development

101

4.4.3. Phase 3 | Measure Planning

104

4.4.4. Phase 4 | Implementation & Monitoring

106

4.4.5. Principles of SUMP

108

4.5. Lisbon | MOVE | MOVE Lisboa Visão Estratégica para a Moblidade 2030

109

4.5.1. Phase 1 | Preparation & Analysis

111

4.5.2. Phase 2 | Strategy Development

112

4.5.3. Phase 3 | Measure Planning

114

4.5.4. Phase 4 | Implementation & Monitoring

116

4.5.5. Principles of SUMP

117

Discussions

119

5.1. The European SUMPs: a perspective from 5 EU Capitals

120

5.1.1. SUMP Cycle | Strengths & Weaknesses

121

5.2.1. SUMP Principles | Challenges

122

5.2. From TTP to SUMPing: the transition behind urban mobility paradigms

4.3.1. Phase 1 | Preparation & Analysis

4.4. Rome | PUMS | Piano Urbano della Mobilità Sostenibile di Roma Capitale

Conclusions

124

127

6.1. Limitations & Recommendations

128

Bibliography

129

Appendices

142

List of Figures Figure 1. Research Structure 4 Figure 2. European Uban Mobility Policy Timeline 10 Figure 3. The eight principles for successful sustainable urban mobility planning 12 Figure 4. The 12 Steps of Sustainable Urban Mobility Planning 13 Figure 5. /Transport Plans in 2022 17 Figure 6. eir Mobility/Transport Plans to be SUMPs 19 Figure 7. Plans 20 Figure 8. city scale 22 Figure 9. metropolitan scale 22 Figure 10. Vienna location and statistics 23 Figure 11. 24 Figure 12. Vienna Modal Split 2019 26 Figure 13. Brussels location and statistics 27 Figure 14. 29 Figure 15. Brussels Capital Region Modal Split 2019 30 Figure 16. Budapest location and statistics 31 Figure 17. 32 Figure 18. Budapest Modal Split 2017 33 Figure 19. Rome location and statistics 34 Figure 20. 36 Figure 21. Rome Modal Split 2016 37 Figure 22. Lisbon location and statistics 38 Figure 23. 40 Figure 24. Lisbon Modal Split 2017 41 Figure 25. kilometers, and lines per kilometer 42 Figure 26. kilometers, and lines per kilometer 42 Figure 27. kilometers, and lines per kilometer 42 Figure 28. and stations from their bike-sharing systems and cycling infrastructure kilometers 43 Figure 29. motorcycles, and motorization rate per 1,000 inhabitants 44 Figure 30. city scale grouped by transport modes 45 Figure 31. Coding guide based on SUMP 12 Steps elements 48 Figure 32. Methodology for the in-depth analyses 50 Figure 33. Structure of Chapter 4 51 Figure 34. nalyses 53

vii

Figure 35. Drawing up the urban mobility plan under the Urban Development Plan (STEP 2025) umbrella 54 Figure 36. 55 Figure 37. 59 Figure 38. Overview of Vienna STEP UMP's Phase 3 analyses 62 Figure 39. Overview of Vienna STEP UMP's Phase 4 analyses 64 Figure 40. Vienna STEP UMP Results - Principles of SUMP 65 Figure 41. 67 Figure 42. during the April 2017 forum 68 Figure 43. 70 Figure 44. 74 Figure 45. 75 Figure 46. network) Figure 47. Figure 48. Figure 49. Brussels GM Results - Principles of SUMP Figure 50. Figure 51. Figure 52. Figure 53. two phases Figure 54. of intervention Figure 55. Figure 56. Figure 57. Figure 58. Figure 59. Budapest BMT Results - Principles of SUMP Figure 60. Figure 61. Figure 62. Figure 63. Universal Accessibility, the unifying concept of PUMS Figure 64. Figure 65. Figure 66. Figure 67. Rome PUMS Results - Principles of SUMP Figure 68. Figure 69. Figure 70. Figure 71. The five Networks and five services from MOVE Lisboa Figure 72. The five transversal axes from MOVE Lisboa Figure 73. Figure 74. Figure 75. Lisbon MOVE Results - Principles of SUMP viii

76 77 80 80 82 85 85 87 88 90 91 93 96 97 99 101 103 104 105 106 108 108 110 112 114 115 115 116 117 118

Figure 76.

city scale

current scenarios (upper) s future desired scenarios (down) 119 Figure 77. SUMP Cycle Coverage: 12 Steps & 32 Activities 122 Figure 78. Case Studies Comparison Results - Principles of SUMP 123

List of Tables Table 1. Paradigms of academic knowledge about urban transport 8 Table 2. Differences between traditional transport planning and Sustainable Urban Mobility Planning 12 Table 3. Short Table 16 Table 4. Overview of selected strategic documents that have been analyzed for this thesis 46 Table 5. 58 Table 6. (originally in French, as la perception de la mobilité et de la sécurité routière) 73 Table 7. Part of the PUMS' strategic indicators 103 Table 8. Transition from TTP to SUMPing Analysis Coverage 125

List of Abbreviations AML BCR BKK BMT CJEU EC EIB ELTIS EU GM MOVE PRDD PUMS PT PV SEA STEP UMP STEP UDP STIB SUD SUMD SUMP SUMPing SUMPs SUMP SAT SUTPs TfL TML TTP VFK

Área Metropolitana de Lisboa (Lisbon Metropolitan Area) Brussels-Capital Region Budapesti Közlekedési Központ (Center for Budapest Transport) Budapest Mobility Plan 2030 Court of Justice of the European Union European Comission European Investment Bank European Platform on Sustainable Urban Mobility Plans European Union Good Move Plan régional de mobilité 2020-2030 MOVE Lisboa Strategic Vision for Mobility 2030 Plan Régional de Développement Durable (Regional Plan for Sustainable Development) PUMS Roma - Piano Urbano della Mobilità Sostenibile Public Transport Private Vehicle Strategic Environmental Assessment STEP 2025 Urban Mobility Plan Vienna STEP 2025 Urban Development Plan Vienna Société des Transports Intercommunax de Bruxelles (Brussels Intermunicipal Transport Company) Sustainable Urban Development Sustainable Urban Mobility Development Sustainable Urban Mobility Plan Sustainable Urban Mobility Planning Sustainable Urban Mobility Plans SUMP Self-Assessment Tool Sustainable Urban Transport Plans Transport for London Transportes Metropolitanos de Lisboa (Lisbon Metropolitan Transport) Traditional Transport Planning Budapest 2030 Long-term Urban Development Concept

Alcantara, M.N.P.A

1. Introduction

The dynamics of the cities are where meetings and opportunities unfold through the diversity and complexity behind human activities. Under those circumstances, urban mobility is crucial to providing access to these exchanges, as it is the backbone of planning processes necessity or leisure, mobility is intrinsic to people. Besides being transversal and omnipresent in all urban reflection and planning, mobility requires a holistic vision to be understood and enhanced. Nowadays, it is an unavoidable topic in urban debates. Thus, this thesis reflects on the mobility planning process, concepts, and paradigm shifts associated with sustainable development and its interrelations.

1.1. Problem Statement The urbanization process evolved hastily with the industrial revolution. Consequently, the urban infrastructure has been overloaded with the need to accommodate more and more motorized vehicles in public spaces, increasing environmental, social, and economic disparities in the urban fabric. Moreover, by 2050, as stated by the United Nations (2019) and widely spread, almost 70% of the global population is expected to live in urban areas, demanding even more from the urban tissue. Thus, sustainable means of transport have been one of the most pressing issues to help decrease the past decades negative impacts and prepare for this future scenario. Over the decades, traditional transport planning (TTP) has been considered a vital instrument in urban policies. Usually, TTP has been presented as a sectorial plan with short and medium-term strategies primarily associated with infrastructure, planned mainly by experts, and focused on traffic. Notwithstanding, an integrated approach is indispensable to handle current and future mobility challenges. Therefore, TTP needs to transition toward a more sustainable paradigm based on holistic strategies and visions for enhancing the quality of urban life.

Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms

Alcantara, M.N.P.A

1.2. Research Question In 2013, the European Commission created the guidelines for developing and implementing a Sustainable Urban Mobility Plan (SUMP), fostering cities to create plans based on the SUMP concept, according to their realities. However, almost ten years have passed since the first edition of the SUMP guidelines. Thus, a desire to understand how (and if) the cities are developing and implementing SUMPs has been raised since there are significant challenges to planning, integrating, implementing, and maintaining strategic solutions toward a more sustainable urban mobility development (SUMD). Hence, a considerable gap exists between the SUMP guidelines and the failure planning processes of the cities. This gap represents a relevant problem, as some cities still use TTP, which cannot manage all current and future urban mobility challenges without transitioning towards an integrated approach, such as the one, for instance, proposed by the SUMP guidelines. Furthermore, other cities declare their plans as SUMP, but in reality, they are partially SUMPs since they are employing only some of the SUMP guidelines but still missing their full planning approach. Under those circumstances, SUMD remains compromised by the failure of city planning. In other words, it still mainly restricts the mobility planning process exclusively to the transport sector or does not involve citizens and stakeholders in the planning development, or it does not succeed in implementing and monitoring the proposed sustainable measures, among many other possible failures that have been s lack of success harms the present and future of urban life. Based on the considerations mentioned so far, the following research question is addressed:

How do European Capitals transition from Traditional Transport Planning to Sustainable Urban Mobility Planning, and to what extent their strategic documents could be considered SUMPs? 2

Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms

Alcantara, M.N.P.A

1.3. Aims of the Research In order to answer the research question, this thesis aims to scrutinize the strategic documents from EU Capitals to unfold mobility planning processes that have been established on the SUMP guidelines. Based on reviewing the literature related to urban mobility paradigms, followed by the TTP and its transition to SUMPing, then by a deep understanding of the SUMP guidelines themselves, it will be possible to have a primary perspective on their impacts and implications. After this preliminary part, it will be feasible to identify and reinforce the integrated approach to fostering sustainable urban mobility development. Afterward, some specific goals of this thesis are: i. have a broad perspective of the mobility/transport plans from all the 27 EU Capitals ii. better understand the mobility planning process from five selected European Capitals (Vienna, Brussels, Budapest, Rome, and Lisbon) based on the SUMP guidelines iii. discuss the transition behind planning paradigms from TTP to SUMPing based on the case studies Therefore, this research aims to help further understand the SUMP guidelines, their importance, applicability, and impacts in the transition from TTP to SUMPing. Additionally, this thesis will identify the success and failures in the mobility planning process from the perspective of five EU capitals, which could improve, foster, and promote sustainable urban development in many more cities worldwide, helping the management of current and future mobility challenges.

1.4. Research Structure This work has been structured (Figure 1) in six chapters. After this first chapter, which has the introduction, Chapter 2 contains the literature review to provide a theoretical framework, support the development of this work, and situate the reader about relevant topics. Further, Chapter 3 shows an overview of the 27 mobility plans followed by the state of the art of the five selected European Capitals (Vienna, Brussels, Budapest, Rome, and Lisbon), then the methods used to assess the strategic documents are presented. Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms

Alcantara, M.N.P.A Subsequently, Chapter 4 shows the analysis and results from the findings of this work that are further discussed in Chapter 5 with complementary analysis to answer the Research Question. Finally, Chapter 6 closes this research with its conclusions, limitations, and recommendations for further studies.

Figure 1. Research Structure. Source: Author

Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms

Alcantara, M.N.P.A

2. Literature Review

The modern lifestyle has been attracting more people to urban centers. In an attempt to accommodate this growing demand for urban spaces, cities are expanded, most of the time, in a disorderly way, bringing many urban mobility challenges. Therefore, global trends have increasingly pointed to the new urban policies based on sustainability as tentatives to overcoming these negative impacts. Accordingly, planning documents can provide effective strategies to address many urban mobility demands. Hence, this chapter presents a literature review on aspects that characterize strategic documents as a powerful planning tool. In addition, the history of the transport management systems has been portrayed to highlight the planning evolution process toward the current European Sustainable Urban Mobility Plan concept.

2.1. Strategic planning documents as a powerful tool The urbanization process has happened in a dynamic and fast way worldwide. This rapid change in the land use panorama has brought transformations and profound economic, social, and environmental problems (Zhang, 2016). Notably, urban transport has been responsible for several of these issues, and solutions for urban mobility have been challenging public policies. As a result, the European Commission has remarkably transformed its transport vision, realizing it should not be exclusively managed by local government (Halpern, 2014; May, 2015). Thus, several government initiatives have been trying to develop alternatives that improve the quality of urban life to face the challenges of recent decades, being Urban Mobility Plans among these solutions. Given the importance of this tool, before delving into the characteristics of the Urban Mobility Plan, it is essential to clarify what a plan is and its evolution through time. Under economic, political science, and public administration, different pieces of literature define, for instance, the historical and political situations of planning in the largest cities of the world (Robson, 1954). Some others analyze the causes and effects of complex problems and the implementation of national plans, which most of the time leads to an ideological

Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms

Alcantara, M.N.P.A fragmentation (Ritschel, 1997); or suggest criteria to evaluate the proper development of the plans to improve them with postmodern carefulness (Baer, 1997). On the other hand, few definitions exist in the literature of what a plan is or how it should be characterized. Although for a long time, plans have been created with a technocratic perspective, where the city has been seen as a simple system and focused on its efficiency, physical and quantitative aspects along rational lines (Lewis, 1916; Moroni, 2018; Wildavsky, 1973). Therefore, critical voices emerged in the 1960s, such as Jacobs (1961), highlighting that the cities are complex systems and very dynamic, not made by things but by processes, reinforcing their pluralism aspects (Davidoff, 1965; Pacchi, 2018). Further, Moroni (2010) and Holcombe (2012) have stated that cities should be planned spontaneously, learning from what happened and leaving some space for bottom-up spontaneous effects, rather than influencing human behaviors directly from a top-down approach since it is impossible to have control over everything. Under those circumstances, it could be considered that a plan should result from a process among different stakeholders, which generates a strategic document gathering decisionmaking elements to guide but not limit human behaviors. Moreover, a plan presents itself as a complex and essential element for urban planning and must have basic characteristics that guarantee its application.

2.2 The Urban Mobility Paradigms In the context of urban transport and mobility plans, the literature reveals that European countries are precursors to creating public policies that organize the transport systems. For instance, due to the high traffic congestion and car ownership in the 1960s, France started thinking about public policies to favor the modal split. Some actions were policies prioritizing public transport over individual motorized vehicles, such as creating the , a tax paid by companies that have implied advantages from the presence of the public transport network

. As a result, cities have more

money to invest in transport systems. Moreover, the 1970s was when French public transport development was boosted due to the 1973 oil crisis; France also created energysaving policies and more environmental measures to overcome that scenario, which benefitted the public transport systems 6

Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms

Alcantara, M.N.P.A Further, in 1982, France created the Plan de Déplacements Urbains (PDU), its legal tool for organizing the transport system (Certu, 2012). Afterward, other countries followed the French example and established their transport plans, such as England and Italy, among others (López-Lambas & Leániz, 2010). However, in the beginning, these plans had a conservative character, focused exclusively on traffic and transport issues related to their infrastructure and automobile supremacy, which resulted in the physical segregation between people and traffic (Keblowski & Bassens, 2015; López-Lambas & Leániz, 2010). Concurrently with the development of those policies, governments worldwide started

agreements and protocols for climate and sustainability have been addressed (World Commission on Environment and Development, 1987). Some aspects raised in the report were: the reduction of energy consumption in transport; offering efficient means of transportation at a reasonable cost and accessible to all social strata; to ensuring that future generations will be able to use those benefits (Holden et al., 2013). Hence, from the 1990s onwards, urban mobility becomes an essential element for reducing emissions and other externalities arising from transport systems. Thus, the mobility paradigm has started to change from a car-centric approach to a sustainable perspective where non-motorized means and public transport are protagonists. Additionally, Keblowski & Bassens (2015) have shown different urban mobility paradigms: orthodox, sustainable, and critical (Table 1). The third paradigm contrasts with the previous ones to highlight the need for urban transport structural changes. Moreover, this critical perspective raises questions about what kind of interests are being fulfilled by transport policies and practices. Notably, in TTP, the differences between the high mobility standards of the wealthier class and the low mobility of the poorest ones have not been addressed, nor the social inequality that contributes to environmental impacts or even the socio-spatial differences and the lack of political will in changing mobility (Keblowski & Bassens, 2015).

Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms

Alcantara, M.N.P.A Table 1. Paradigms of academic knowledge about urban transport. Source: Keblowski & Bassens (2015)

orthodox

-classical discipline - on the individual level: users/passengers as rational actors maximizing - on the -led, technical, and rational discipline building on empirical data rather than theory the motor of economic growth use of mathematical/econometric computation and forecasting; costbenefit analysis as a principal measurement tool mono-functional, car-oriented neo-classical planning

embracing a wider spectrum of environmental and social aspects a sustainable

environmentally friendly, healthy and participative shift towards public transport and soft transport modes stronger links between land-use and transport more attention paid to individual behaviors and lifestyle more participative ways of generating transport policies and practices

critical

technical, quantitative, descriptive, and de-politicized: - offering technological and behavioral fixes to address social and political problems underpinning transport - non-utopian: focused primarily on physical or environmental issues instead of proposing broad social or political visions - failing to confront systemic reasons behind un-sustainability - euphemizing and individualizing structural causes for mobility-related problems explicit focus on social, political, and economic relations and regulatory frameworks underpinning transport recognition of issues of gender, race, ethnicity, class, disability, and age recognition of mobility as a discriminatory norm and form of capital producing socio-spatial inequalities critique of entrepreneurial and splintering practices in transport

Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms

Alcantara, M.N.P.A

2.3 The European transport policy evolution The sustainable paradigm has been the official policy for the EU cities, present in many reports in the past three decades. Since the CJEU judgment case in 1985 demonstrated the transport sector s failure (European Commission, 1985), the EC has started to develop transport policies. After the Maastricht Treaty had been signed (European Commission, 1992b), the EC developed some transport measures, such as the White and Green Papers, that addressed transport policies from 1992 until the beginning of the 2000s (European Commission, 1992a, 1995, 1998, 2001) to overcome the impacts from the previous decades. Further, during the 2000s, those policies evolved to a more sustainable approach, although still focused on the transport itself, where they have been fostering the SUTPs (European Commission, 2004, 2006, 2007, 2008), which was further replaced by the SUMP concept (European Commission, 2009, 2011, 2013c, 2016, 2019, 2020, 2021; Rupprecht Consult, 2019; Wefering et al., 2013). In a nutshell, the EC s documents show its urban mobility policy evolution (Figure 2) from transport measures to the recommendation toward the SUMPs, the object of this thesis. Additionally, these documents reinforce that the challenge of solving mobility conflicts occurs in the cities (Halpern, 2014). Therefore, integrated, sustainable, and safe urban mobility becomes one of the priorities in European policy, supported by high investments in the sector. Since 1995, 10 billion euros have financed programs to promote sustainable mobility projects (Halpern, 2014). Moreover, the EC constantly invests in urban transport research, where the CIVITAS initiative is the most significant representative. Throughout all these years, the EC has also spent money on specific programs, such as PROSPECTS (Procedures for Recommending Sustainable Planning of European City Transport Systems), TRANSPLUS (TRANSPort, Land Use, and Sustainability), among others, where they had measures to restrict the use of private vehicles and regenerate central areas (May et al., 2003). Although those short-term actions brought many positive effects, they have also proven ineffective in changing mobility patterns and behaviors. As a result, the need for the EC cities to prepare SUMPs has arisen.

Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms

Alcantara, M.N.P.A

Figure 2. European Uban Mobility Policy Timeline. Source: Author

10 Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms

Alcantara, M.N.P.A

2.4. The European SUMP Concept & Guidelines The evolution of the European urban mobility policies has culminated in the SUMP concept. In order to guide and inform urban planners, policymakers, and the population, the EC launched at the end of 2013 the 1st edition of the document: Guidelines | Developing and Implementing a Sustainable Urban Mobility Plan (Wefering et al., 2013), which was recently updated in 2019 by its 2nd edition (Rupprecht Consult, 2019). The SUMP concept was built from studies and projects conducted by experts (European Commission, 2013a). Additionally, the SUMP has been defined as a strategic planning tool with interrelated measures designed to satisfy the displacement needs of people and goods in the present and the future (Duportail & Meerschaert, 2013). Moreover, to be characterized as sustainable, the plan must aim to improve the accessibility, integration, efficiency, and quality of transport, reducing emissions and accidents (Rupprecht Consult, 2019). For this reason, the SUMP guidelines document has provided a brief historical background on the origins of the SUMP and pointed out the plan s goals, scope, and characteristics, likewise as some political ambitions that can provide institutional support to the initiative. Furthermore, it has been shown the difference between traditional transport planning (technocratic approach, as previously discussed), which was widespread in the 20 th century, and sustainable urban mobility planning, which emerged at the end of the 20 th century and was established at the beginning of 21 st century (Table 2). Therefore, the last one is the model applied to SUMP guidelines. However, for the TTP transition to SUMPing happens, the SUMP guidelines presented eight principles (Figure 3) to succeed in the planning process and achieve its goals. Thus, as urban mobility is a broad theme beyond road infrastructure and transport modes, these principles must be incorporated in a holistic approach in the plan development to guarantee accessibility and quality of urban life, despite contributing towards economic efficiency, social equity, and environmental quality.

Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms

Alcantara, M.N.P.A Table 2. Differences between traditional transport planning and Sustainable Urban Mobility Planning. Source: Rupprecht Consult (2019)

Traditional Transport Planning

Sustainable Urban Mobility Planning

Focus on traffic

Focus on people Primary objectives: Accessibility and quality of life, including social equity, health, and environmental quality, and economic viability Integrated development of all transport modes and shift towards sustainable mobility Combination of infrastructure, market, regulation, information, and promotion Planning document consistent with related policy areas Short and medium-term delivery plan embedded in a long-term vision and strategy Covering a functional urban area based on travel-towork flows Interdisciplinary planning teams Planning with the involvement of stakeholders and citizens using a transparent and participatory approach Systematic evaluation of impacts to facilitate learning and improvement

Primary objectives: Traffic flow capacity and speed Mode-focused Infrastructure as the main topic Sectoral planning document Short and medium-term delivery plan Covering an administrative area Domain of traffic engineers Planning by experts Limited impact assessment

Figure 3. The eight principles for successful sustainable urban mobility planning. Source: Eltis (2021)

The SUMP cycle (Figure 4)

which has 12 Steps split into 32 Activities

begins by setting

up a transdisciplinary team to diagnose the current situation. The team will consider and

12 Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms

Alcantara, M.N.P.A integrate the existing plans and identify the needs of the different actors and stakeholders. Moreover, citizens must participate and expose their mobility and accessibility needs. Further, the plan achievement depends on the implementation of actions that must be based on scenarios, cost assessments, and definitions of funding resources, which indicators will further monitor, despite also depending on how the plan management is being carried out. Hence, the plan s proposals must balance and integrate the different transport modes and cooperate between different government levels. The actions must be monitored and revised if necessary, and the results must be communicated to society. Thus, the local authorities are responsible for establishing mechanisms to assure the quality and efficacy of the SUMP within the sphere of sustainability (Duportail & Meerschaert, 2013; European Commission, 2013c; Rupprecht Consult, 2019).

Figure 4. The 12 Steps of Sustainable Urban Mobility Planning. Source: Rupprecht Consult (2019)

In a nutshell, the elaboration of a SUMP foresees a strategic plan designed to achieve consistent results, with goals and a mission statement defined together with the citizens and stakeholders (participation) to achieve a future scenario (vision) in a specific time (term), monitored by indicators. Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms 13

Alcantara, M.N.P.A As can be seen, if well designed, strategic planning documents could be a powerful tool to foster a shift in urban mobility paradigms. For this to happen, urban mobility policies should evolve, adjusting their common goals towards a more holistic approach envisioning long-term actions to guarantee current and future displacements of goods and people, despite also assuring a better quality of urban life. Thus, the SUMP could be an outstanding planning strategy to achieve all principles if the cities particularities and specificities are considered.

14 Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms

Alcantara, M.N.P.A

3. Research Design and Methods

The previous chapter has given a primary perspective of the importance of developing SUMPs as an opportunity to enhance sustainable urban development (SUD). Although the SUMP concept is relatively recent, cities worldwide have started applying it to their strategic documents. Thus, this research is a qualitative, descriptive, and exploratory study that has opted for multiple cases to meet its objectives. Notwithstanding, the EU is pushing toward a unified vision of its state members. However, each country has its particularities, specificities, and national norms. Hence, this research has focused on the EU capitals to uncover a European perspective regarding their SUMPs development, implementation, and monitoring process and discover their challenges and solutions. For this reason, this section starts by presenting an overview of the 27 EU

cities as case studies (Vienna, Brussels, Budapest, Rome, and Lisbon) has been presented more in-depth to contextualize and describe their current scenarios. Afterward, the methods explored in the document analysis have been shown to shape the scope of this investigation.

3.1. European Capitals as Case Studies Nowadays, the EU is comprised of a supranational union of twenty-seven associated countries under the same integrationist motivations and its own political regime, with national economies that, together, add almost half a billion inhabitants (European Union, 2022). Moreover, the EU covers over 4 million km² and forms the most significant economic bloc globally (European Commission, 2022). In addition, European cities, in general, have been considered great sustainable urban mobility examples worldwide. For this reason, the author has decided to first focus the analysis on EU Capitals to have a broad outlook (Table 3). Further, five case cities have been selected to have their documents challenges to meet the goals of this thesis. Moreover, it is essential to mention that the decision to limit the research on EU capitals is not exhaustive of possible significant cases.

Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms 15

Alcantara, M.N.P.A Different criteria encompassing other cities would also have been possible and worthwhile. Table 3.

Short Table. Source: Author

16 Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms

Alcantara, M.N.P.A Therefore, Table 3, a short version of the complete table (Appendix A), summarizes the

analysis has been done by a desk research exploration throughout the Eltis platform, the European urban mobility observatory, complemented by in-depth research in many municipalities and government websites. Although the Eltis platform shows in its city database section (Eltis, 2022) that all the 27 EU capitals have their plans available online, some of those links were inaccurate, and the current situation is shown in Figure 5.

Figure 5. The situation

For instance, in the case of Zagreb, the link displayed by the Eltis platform was related to Sisak SUMP, another Croatian city. Under the tentative to find any mobility/transport plan from Zagreb, the closest one found was the (translated to English would be General Urban Plan of Zagreb), which addresses some

Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms 17

Alcantara, M.N.P.A transportation measures, but it is not the plan focus. In addition, when Nicosia has been researched on the Eltis platform, the link displayed that potentially would be Nicosia SUMP is broken. Although through desk research, it has been found The Nicosia Integrated Mobility Master Plan. However, it is only the appendices of a final report showing situation from 2010. Thus, it was not a mobility/transport plan, but through this research, it has been discovered that Nicosia s SUMP is currently under development and should be ready in 2023 (Köllinger, 2021). Additionally, Athens research on the Eltis database did not show the plan but instead displayed a piece of news from the Municipality of Athens website saying that Athens was the first municipality in Greece with an Integrated Action Plan for Climate Change . Nevertheless, the desk research done discovered that there is a website from the municipality where the SUMP (or

in Greek) is currently under development

. Moreover, similar to Nicosia, the link displayed on the Eltis platform that was supposed to show Riga s SUMP was also broken. Hence, it has been discovered throughout the analysis that the capital of Latvia has its SUMP under development, where the first part related to the short-term actions was published in 2019 . In the case of Valletta, the Eltis platform does not show the plan but a link that guides toward some general data slides from a SUMP workshop that happened in 2012. However, this research has found National Transport Master Plan 2025 Malta , a national strategy that has also incorporated regional and local urban mobility frameworks due to the country s size. Nonetheless, doing a SUMP for Valletta Extended Region has also been mentioned in the national document as one of its aims, but no news related to its development yet. Likewise, Bratislava does not have any mobility/transport plan yet. The research on the Eltis database led to a link which shows Koncepcia Rozvoja Mestskej Hromadnej Dopravy V Bratislave 2013-2025 (translated to English would be Concept of Public Transport Development in Bratislava 2013-2025) that is mainly a plan from 2016 focused exclusively on public transport

lava, 2016), not approaching all the

other transport modes. Moreover, some additional research has been done trying to find a more holistic mobility plan for the capital of Slovakia, but nothing has been found so far, only some news saying that the city plans to improve its public transport with a loan from 18 Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms

Alcantara, M.N.P.A the EIB (Ripa, 2020). Thus, it could not be considered a mobility/transport plan for this study. Apart from these six cases where three cities do not have any generic mobility plan and the other three have their SUMPs current under development, the other twenty-one EU capitals present at least a transport or mobility plan or even a proper SUMP, as has been shown in Table 3 and illustrated in Figure 5. Moreover, considering their official plan names and their content where it has been mentioned or not to follow the SUMP guidelines, it could be seen (Figure 6) that only five did not declare as SUMP nor mentioned following its guidelines.

Figure 6. EU Capital s declaration of their Mobility/Transport Plans to be SUMPs. Source: Author

The main reason behind those five plans that could not be declared as SUMP might be related to the year of their most recent plan publication (Figure 7). For instance, Stockholm and Amsterdam perhaps published their latest plans without even knowing about the SUMP guidelines, as their plans were released before the publication of the 1 st guidelines. Although Helsinki, Dublin, and Copenhagen have published the last version of their plans after the creation of the SUMP guidelines, perchance they started working prior Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms 19

Alcantara, M.N.P.A since it takes a considerable amount of time to develop plans, apart from involving many actors, citizens, and stakeholders in the process. Hence, they might not have been able to incorporate the guidelines into their planning process on time.

Figure 7. Publication years

. Source: Author

Furthermore, twenty-one mobility/transport plans have been created/updated in the past ten years, and 2019 was the year that published more plans, six in total. Although the SUMP concept and guidelines are new, most EU capitals have been trying to embrace its approach in their strategic documents and urban development. One of the main reasons

gas emissions (European Union, 2022). Hence, changing the old-fashioned car-centric vision toward more sustainable transport modes has been one of the most pressing challenges for the EU lately. After all, EU capitals have been playing an essential role in changing the mobility paradigm. Thus, this research has selected five cases among the twenty-seven previously shown to

20 Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms

Alcantara, M.N.P.A deepen the analysis through the processes built in their strategic documents and potential mobility paradigm transition. The requirements to select the cases were based on: i. Author s knowledge of the available languages of the documents, which are limited to Portuguese, English, French, Spanish and Italian ii. Preferably for the most recent documents, i.e., 2019 onwards, to do a fair SUMPs analysis, since the 1st guidelines were launched in 2013 and it takes a considerable time to develop a plan iii. Diversity in European Regions to have a better comprehension of European multiculturalism and avoid a regional singular perspective; for that, the author has considered the World Factbook (CIA, 2022) After that, the selection of the five case studies, based on Appendix A, was Brussels (Western Europe), Tallinn (Eastern Europe), Budapest (Central Europe), Rome (Southern Europe), and Lisbon (Southwestern Europe). However, Tallinn is a small city compared to the other four metropolises cases; it has only 438,341 inhabitants (Statistics Estonia, 2021). Thus, the author decided it would be more relevant to this research to exchange it with another city to make a fair comparison between the cases. Under those circumstances, Vienna has been chosen to replace Tallinn since its city (Figure 8) and metropolitan (Figure 9) population numbers are closer to the other selected cities. Although Vienna s mobility plan was published in 2014 (Vienna City Administration, 2014a), it follows the SUMP guidelines. Besides, the city has received many urban mobility recognitions over time. For instance, Vienna won the European Mobility Week Award for larger municipalities in 2017 (EUROPEANMOBILITYWEEK, 2022b), apart from being among the three finalists for the European Mobility Week Award in 2014 and the 4 th SUMP Award in 2016 (Eltis, 2016). Thus, it should be a great example to be analyzed as a case study through this thesis. Henceforth, the following subsections present the state-of-the-art of five selected case studies (Vienna, Brussels, Budapest, Rome, and Lisbon), describing their mobility scenarios.

Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms

Alcantara, M.N.P.A

Figure 8. Comparison of the five cases populations, areas, and density city scale. Source: Author based on data from City of Vienna (2021); IBSA (2021); Hungarian Central Statistical Office (2021); Istat (2021); INE (2021)

Figure 9. Comparison of the five metropolitan scale. Source: Author based on data from Stadtregionen (2022); ESPON (2021); IBSA (2021); Hungarian Central Statistical Office (2021); Istat (2021); INE (2021)

22 Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms

Alcantara, M.N.P.A 3.1.1. Vienna, Austria Vienna is part of Central Europe (CIA, 2022), located in the eastern part of Austria, close to the borders with the Czech Republic, Hungary, and Slovakia, being the most populous city in the country (Figure 10). Additionally, the capital of Austria has been facing increasing development and growth in the past decades, besides being considered one of the fastestgrowing metropolises

livable

city for more than ten years, from 2009 to 2019 (Mercer, 2019; The Economist, 2019; Wiener Tourismusverband, 2019).

Figure 10. Vienna location and statistics. Source: Author based on data from City of Vienna (2021); Stadtregionen (2022)

These achievements have not appeared out of the blue. Vienna is a city with an important background history, whose influence turned it into an urban planning reference. Located along the Danube River, the Austrian capital emanates art and culture. For instance, at the end of the 19th century, the city witnessed a strong clash of urban ideals between the modernist Otto Wagner

responsible for remodeling the Ringstraße project, in which

buildings reflected and promoted movement

and the architect Camillo Sitte

who

defended the urban fabric being a result from an occupation over time determined by the local typology and nature itself. In this case, the movement crowned won the urbanism battle, bringing a revolution in the transport system, intensifying the social division of Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms 23

Alcantara, M.N.P.A labor and the complete functionalization of times and places (Choay, 1970, 1996; Collins, 1980; Schorske, 1981). Despite the past urban disparities, nowadays, it could be said that Vienna has good legibility

recalling Lynch (1960) in his book the image of the city

which offers security

and allows more urban experiences, as the city visually explores its potential and expresses all its complexity. Moreover, through time Vienna has preserved the beauty of its heritage and, at the same time, consciously updated the city itself. transport modes are very diverse (Figure 11). For instance, the Viennese public transport network operated by Wiener Linien, a subsidiary of Wiener Stadtwerke belonging to the municipal administration

is in charge of 164 public transport lines,

including 83 kilometers of underground (metro) network (5 U-Bahn lines), 225 kilometers of the surface tram network (28 Straßenbahn lines), and 860 kilometers related to 131 bus lines (Wiener Linien, 2020, 2022a).

million passengers every day (Wiener Linien, 2022a). It is also available 24 hours a day on Fridays and Saturdays. Tickets can be purchased as single fares and as daily, monthly, or annual passes. In addition, there are no turnstiles to control the transport entrances, only occasional inspections

a trusted sign from the government toward the population.

Figure 11. Vienna s Transport Modes in Numbers. Source: Author based on data from Stadt Wien (2021, 2022); Wiener Linien (2020, 2022b, 2022a)

Furthermore, Vienna offers a wide range of cycling infrastructure among bike lanes, cycle tracks, bicycle boulevards, and shared surfaces totaling 1,661 km. In addition to providing the Viennese community with a bike share system (WienMobil Rad) with more than 3,000 bikes spread into 200 physical and virtual stations throughout the city (Wiener Linien,

24 Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms

Alcantara, M.N.P.A 2022b). Although, the private vehicles fleet has been considerable, with 812,160 in 2020, among cars (718,819) and motorcycles (93,341) in the capital of Austria (Stadt Wien, 2021), meaning that there are at least 423 private vehicles for every 1,000 people. Undoubtedly, urban mobility has been playing a key element in the Viennese urban development, as previously mentioned and recognized through different prizes over the years. Hence, to conclude this brief introduction to Vienna, it is essential to look into its modal split since it is a standard indicator that helps evaluate the transport behavior (Ungvarai, 2019). Therefore, one of the main goals of the STEP 2025 Urban Mobility Plan Vienna

one of the strategic documents analyzed for this thesis

is the desired

modal split by 2025. In other words, Vienneses must make 80% of all trips within the city by PT, bicycle, or on foot, while the intention for private vehicles is to decrease to 20% (Vienna City Administration, 2014a). Notwithstanding Wiener Linien updates its modal split annually and has already presented the 2020 and 2021 ones; for this research, it has been considered the scenario before the COVID-19 pandemic since most of the selected case studies the next subsections

which will be presented in

did not officially update their modal shares with the pandemic

impacts and implications. Hence, this thesis does not consider the pandemic scenario as its primary topic

although it has been mentioned briefly throughout its development as

additional information

since there are still many uncertainties throughout this theme.

Thus, the Viennese modal split presented in Figure 12 is related to 2019. As can be seen, the total amount of trips between PT, bicycle, and walking was 73%. Hence, to achieve the STEP 2025 modal split goal of 80-

on time, the Austrian capital is targeting to reduce 7%

(from 27% to 20%) of its displacements made by cars or motorcycles, which means a reduction of approximately 26% of its current private vehicular traffic. Although Vienna has demonstrated exceptional initiatives and actions through its different urban mobility systems, to be able to meet STEP 2025 goals, it will need to implement even more powerful, and integrated measures to have a better redistribution of its modal share and, consequently, improve th

Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms 25

Alcantara, M.N.P.A

Figure 12. Vienna Modal Split 2019. Source: Author based on data from Wiener Linien (2021)

3.1.2. Brussels, Belgium Brussels is part of Western Europe (CIA, 2022), located in the center of Belgium, being part of both French and Flemish communities, although separated from the Flemish region (Figure 13). In addition, it is necessary to make a clear distinction between the City of Brussels (or Ville de Bruxelles in French; Stad Brussel in Dutch), which is the capital of Belgium, and the Brussels-Capital Region (BCR), a region comprising nineteen municipalities, that also includes the City of Brussels (Sénat de Belgique, 2019). Thus, the BCR has been considered one of this thesis s case studies since the City of Brussels is tiny, and the strategic documents comprise the entire BCR. Moreover, all municipalities are more or less the scale of neighborhoods compared to other capital cities, so in this research, whenever Brussels is written, it is considered the BCR as a whole, not just the City of Brussels, unless specified.

26 Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms

Alcantara, M.N.P.A

Figure 13. Brussels location and statistics. Source: Author based on data from IBSA (2021)

Besides hosting the capital of Belgium, Brussels is also the European Parliament s house, making it a significant international political center that attracts people from all over the world. Thus, it has a population with high multicultural backgrounds (Corijn, 2011); side that, for

is related to the socio-economics exclusion consequences that also comes with it, (Corijn et al., 2009). planning history with the

that

happened during the postwar era. It is a general urban term to refer to any urban

demolished many of its buildings, resulting in irreparable losses Maison du Peuple

such as the demolition

as a result, the city displays severe

urban fabric scars nowadays (De Boeck et al., 2019; Guyot et al.

Some of those consequences of emptying spaces could be seen in the vast road infrastructure that has been created, with many tunnels and large roads emphasizing the car-centric vision through the years.

Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms 27

Alcantara, M.N.P.A However, it is crucial to understand that before establishing the three Belgium regions (Flemish, Walloon, and BCR) in the 1980s, mobility was under the responsibility of two different ministries, one focused on road management and the other on transport. As a result, there was a polarization between car and PT users, where policy discourses towards pedestrians, cyclists, and shared spaces were far from reality. Since the institutional reform in 1988, transport policies have bee in Brussels, it has resulted in massive changes since the resolutions have been concentrated under one minister, which started bringing some innovations toward the mobility sector. Thus, STIB Brussels

the leading company responsible for operating PT in

has become an independent public company, renewing its contract with the

Brussels administration every five years (Hubert et al., 2013). Nowadays, Brussels public transport network, operated by STIB, offers to its users four metro lines (40km), 18 tram lines (147km), and 52 bus lines (452km) that comprise all Brussels municipalities plus eleven others in the periphery area (STIB, 2022). Moreover, the ticket policy is similar to the Viennese one, where it is possible to pay a single fare ticket and passes that go from one day up to an entire year period. Therefore, the public transport system in Brussels is responsible for 1.1 million trips daily (De Muelenaere, 2018), and it could be considered an effective service to a certain extent (Hubert et al., 2013). (Figure 14) goes beyond PT, and it also offers a bike-sharing system (Villo!) with 5,000 bikes (among conventional and also electric options ones) which are rented in 360 stations spread through the city (Villo, 2022). Moreover, the city has been expanding its cycling infrastructure through the years. Nowadays, according to Bruxelles Mobilité (2020a), Brussels offers a total of 190km, split between 109km of cycle tracks (piste cyclable séparée), 44km for bike lanes (piste cyclable marquée) and 37km of cycle routes (piste cyclable suggérée). In a nutshell, the motorization rate is similar to Vienna, where there are 434 vehicles for 1,000 inhabitants in Brussels.

28 Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms

Alcantara, M.N.P.A

Figure 14. Brussel s Transport Modes in Numbers. Source: Author based on data from Bruxelles Mobilité (2020a); De Muelenaere (2018); IBSA (2022); STIB (2022); Villo (2022)

Furthermore, it is essential to recognize that a mobility paradigm shift is happening where its administration has adopted some necessary measures to improve urban life quality and change past urban failures. For instance, transforming Boulevard Anspach artery street

a central

into a pedestrian area, among many other tactical urbanism actions, are

some examples that have already been implemented (Hubert et al., 2017; Wrzesinska, 2020). Likewise, Brussels has won the SUMP Awards twice, the first time in 2016 and later in 2019 (EUROPEANMOBILITYWEEK, 2022a), emphasizing that a change towards a more sustainable mobility development is on its way. Hence, the Good Move | Plan Régional de Mobilité 2020-2030 research

selected as one of the strategic documents analyzed for this

will bring valuable results to the scope of this thesis.

Finally, to wrap up the Brussels preliminary presentation, in the same way as Vienna, Figure 15 shows the Brussels modal split from 2019. The total percentage of displacements between PT, bicycle, and walking has been 52%, implying that many actions and measures need to be implemented to reach the desirable scenario by 2030 presented in GM, which has the target set to up to 24% maximum by trips made by private vehicles (Bruxelles Mobilité, 2020b), and means that all the others modes of transportation should be 76%. Thus, Brussels is very ambitious and expecting a behavior change of almost 50% of private vehicle drivers to shift towards a more sustainable transport mode in the next ten years. It would be quite a radical change and will completely transform the urban futures of Brussels if achieved.

Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms 29

Alcantara, M.N.P.A

Figure 15. Brussels Capital Region Modal Split 2019. Source: Author based on data from Service public fédéral Mobilité et Transports (2019)

3.1.3. Budapest, Hungary Budapest is part of Central Europe (CIA, 2022), located in the central north of Hungary (Figure 16), close to the borders with Slovakia, being the most populous city in the country and the ninth-largest city in the EU (Kovacs, 2016). Similar to Vienna, the capital of Hungary has grown along the Danube River with the unification of three neighboring cities, Buda, Óbuda, and Pest, that have been developed since the middle ages (Magyarovics, 2022). Moreover, the Hungarian capital had a higher growth at the end of the 19 th century, although with low-quality housing. Besides, as a former socialist city, its urban development has been characterized by the transition from agricultural to industrial and later post-industrial with a high density and compact district center (Harlov-Csortán, 2021; Kukulska-

et al., 2019). Therefore, Budapest nowadays is a collage of several

historical layers, from medieval to contemporary neighborhoods, making its urban fabric genuinely heterogeneous.

30 Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms

Alcantara, M.N.P.A

Figure 16. Budapest location and statistics. Source: Author based on data from Hungarian Central Statistical Office (2021)

Furthermore, public transpor part of the everyday life of many Budapester. The city has the second-oldest metro line globally, the M1, which started operating in 1896 (Walker, 2018; Webuild, 2020), and since 2002 it has been on UNESCO World Heritage List (UNESCO, 2002). Notably, Budapest has innovated in the transport sector, and its achievements are always mentioned. However, its transport bodies have been through a long fragmented history, with many public enterprises being responsible for the transport challenges, harming the implementation of transport policies up to 2010, when BKK (Center for Budapest Transport, or Budapesti Közlekedési Központ in Hungarian) has been established (Oszter, 2017). Nowadays, BKK is the public authority responsible for all transport activities and issues,

more integrated way, which has been shifting the transport policy paradigm of the city in a good way since a single authority is managing everything, i.e., public transport, bicycle infrastructure, parking fees, among other duties (Oszter, 2017). Moreover, the Budapest transport network (Figure 17) operated by BKK offers many travel options, such as metro, suburban trains, boats, tram, trolleybus, bus, and public bikes available day and night to Budapester and visitors (BKK Budapesti Közlekedési Központ, 2019e). Thus, BKK is in Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms 31

Alcantara, M.N.P.A charge of 4 metro lines (100 metro train sets), 4 suburban railway lines, 328 bus lines (1,500 vehicles), 16 trolleybus lines (170 vehicles), 34 tram lines (600 vehicles), 4 boat lines, 11 railway lines, 7,000 licensed taxis, and more than 1,500 MOL Bubi public bikes distributed along 143 stations (BKK Budapesti Közlekedési Központ, 2019a, 2019e, 2022a). Moreover, PT tickets are available as single tickets or travel cards that include unlimited rides, available in many options that go from (BKK Budapesti Közlekedési Központ, 2022b).

Figure 17. Budapest s Transport Modes in Numbers. Source: Author based on data from BKK Budapesti Közlekedési Központ (2019a, 2019d, 2022a, 2022b); EMTA (2022); Hungarian Central Statistical Office (2022)

Furthermore, Budapest has also been increasing its bike network in the past years. The total length of the main cycling infrastructure that has been already implemented is 325km. In addition, 20km of new temporary paths have been planned (BKK Budapesti Közlekedési Központ, 2022a). Moreover, according to Hungarian Central Statistical Office (2022), the total amount of private vehicles in 2021 was 732,289 in Budapest (702,865 cars and 29,424 motorcycles, respectively), meaning that the motorization rate in the Hungarian capital is 425 vehicles per 1,000 people, also similar to the previous two selected case studies.

32 Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms

Alcantara, M.N.P.A Under the considerations expressed so far, a mobility paradigm shift is currently happening where a holistic approach has been at the core of these changes. In addition, the elaboration of the BMT strategic documents scrutinized in this research

selected as one of the reinforced the importance of an

integrated approach between the different city sectors toward sustainable urban development. Hence, similarly to the previous case cities, Budapest has also won some mobility awards. For instance, it won the European Mobility Week award in 2008 and was among the finalists in 2005, 2006, and 2013 (EUROPEANMOBILITYWEEK, 2022b). Moreover, the Hungarian capital has been among the finalists of the 5 th SUMP Award in 2016 (EUROPEANMOBILITYWEEK, 2022a). To conclude, Figure 18 presents Budapest modal split from 2017. The total percentage of sustainable trips (PT, bicycle, and walking) is 57%, and the target shown in the BMT is 70% (50% PT, 5% bicycle, 15% walking). Thus, to reach the 2030 expected scenario, Budapest is aiming to reduce private vehicular traffic by almost 30% in the following years, which is not as ambitious as Brussels, but still a considerable amount that needs many integrated actions and measures between all transport modes to be able to reach its goals.

Figure 18. Budapest Modal Split 2017. Source: Author based on data from BKK Budapesti Közlekedési Központ (2019c)

Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms 33

Alcantara, M.N.P.A 3.1.4. Rome, Italy Rome is part of Southern Europe (CIA, 2022), located in the mid-western part of Italy (Figure 19), being the most populous city in the country and the third-largest in the EU (Clark, 2022). Moreover, the Italian capital is considered the cradle of western civilization, developing along the Tiber River, and being widely researched with Athens for their ancient urban development achievements. Although the called

as usually it is

has been considered unplanned at the beginning, over time, it has evolved,

bringing many innovations to society, for instance, aqueduct creation, central and underfloor heating inventions, among others (Hall, 1998; Mumford, 1968). Likewise, the roman road network built during ancient times played a crucial role in all its conquers since it connected Rome to the colonies easier. Thus, this distinguished engineering innovation has helped the Empire establish its hegemony through the territories that have been beaten and are still an outstanding feat in the present (Eldridge, 2018; Garcia-López, 2019).

Figure 19. Rome location and statistics. Source: Author based on data from Istat (2021)

at least 2700 years, making the city nowadays a live museum, with emblematic historical monuments and landmarks reinforcing its legibility. Without mentioning its huge religious influence worldwide for

34 Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms

Alcantara, M.N.P.A hosting Vaticano inside its territory. Under the considerations expressed so far, Rome has been an example of a resilient city (Simone et al., 2021), reinventing itself countless times over the centuries. Although the Italian capital has demonstrated many innovations throughout its history, under the policies sectors, and more specifically in mobility, on the other hand, its urban development has been rooted in criminality. In the past years, the municipality of Rome has been investigated through many corruption inquiries related to urban policies. A criminal organization called

has been able to illegally profit from public and

private sectors and influence how public decisions have been made, affecting policy designs and creating a systemic impact through its entire multilevel governance (Chiodelli & Gentili, 2021; Sergi, 2019). Furthermore, the corruption history extends also to the public transport bodies. ATAC

the leading PT provider in Rome, a subsidiary of Roma Capitale,

belonging to the municipal administration

has two executives recently indicted for

paying bribes, apart from being accused of public tender bidding disruption (De Santis, 2022a, 2022b; Sarzanini, 2015). Thus, illegally entrenched municipality jeopardizes public transport systems since they cannot regulate them properly. Despite all these corruption scenarios, the Rome transport network (Figure 20) offers many different mobility options. ATAC is responsible for 259 overground tram and bus lines (including trolley bus and the BRT), and Roma TPL is responsible for 103 bus lines, which together cover 362 lines along 2,285km (ACoS Roma Capitale, 2022a; Roma Mobilità, 2021). In addition, three metro lines are also under the responsibility of ATAC, equivalent to 60km. Thus, all PT modes are in charge of moving 1.75 million passengers per day (Di Stefano, 2018), which is vital to keep the capital running. It is relevant to mention that the PT tickets work the same way as in the previous case cities, with single options and passes that could be valid for up to one year (ATAC, 2022). Moreover, in recent years, shared mobility services have increased fast in Italy (Vergnani, 2018). Nowadays, in Rome, twenty companies operate different shared options, most of which are private, except for

managed by Agenzia Roma Servizi per la

Mobilità, a subsidiary of Roma Capitale. Thus, the capital of Italy has been increasing the range of options for trips in the city, which could be seen as suitable sustainable measures for its urban mobility network. In summary, there are four car-sharing enterprises, three Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms 35

Alcantara, M.N.P.A moto-sharing companies, seven e-scooters managers, and six bike-sharing operators (ACoS Roma Capitale, 2022b). However, all bike-share options are dockless, putting Rome among the few EU capitals that do not offer a bike-sharing system with stations, which has proven to be a more reliable shared system (Bikeitalia, 2021). In addition, the cycling infrastructure has been expanding considerably in the past years; nowadays, the Roman community has 317km available for bike displacements (Roma Mobilità, 2021).

Figure 20.

Transport Modes in Numbers. Source: Author based on data from (ACoS Roma Capitale, 2022a; Di Stefano, 2018; Roma Mobilità, 2021)

Although Rome presents a wide range of transport options, it still has a high amount of private vehicles, which in 2020 was 1,751,000 cars and 387,000 motorcycles (Roma Mobilità, 2021), culminating in a total of 2,138,000 PV leading toward a high motorization rate of 774 vehicles per 1,000 people, which is the highest rate among the selected case cities for this thesis. Meanwhile, Rome has also been implementing some sustainable measures, for instance, traffic restrictions associated with the most polluting vehicles inside

on Sundays from 7:30 to 12:30 and later from 16:30 to 20:30

and inside Anello Ferroviario (ring railway, in English) (Capecci, 2021; Dambra, 2022). PUMS Roma for this thesis

from Monday to Friday 24h

one of the strategic documents researched

has already defined these restrictions before (Roma Servizi per la Mobilità,

2019a, 2019b). Furthermore, those measures have been adopted in other cities worldwide

36 Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms

Alcantara, M.N.P.A to help decrease greenhouse gas emissions, mainly from old vehicles that tend to emit more. After all, Figure 21 shows the Rome modal split from 2016. Hence, the total of displacements between PT, bicycle, and walking was 35%, and the desired scenario in 2029 defined by PUMS has been targeted in 52,3%

42,1% PT, 5,1% bicycle, 5,1% walking (Roma

Servizi per la Mobilità, 2019b). Moreover, private vehicles have a total percentage of 65%, accounting for cars (50%) and motorcycles (15%); in addition, PUMS aims to decrease to 47,7% in total, 37,4% related to cars and 10,3% to motorcycles. Thus, the expected decrease is approximately 27% regarding cars and motorcycles, similar to Vienna, although in a bigger scale and more complex scenario, especially considering the high current presence of private vehicles displacements in Rome. After this reduction, if achieved, Rome will still have almost 50% of its modal split associated with private vehicles, which means there will still be lots to be improved.

Figure 21. Rome Modal Split 2016. Source: Author based on data from Roma Servizi per la Mobilità (2019a)

3.1.5. Lisbon, Portugal Lisbon is part of Southwestern Europe (CIA, 2022), located in the west of Portugal (Figure 22), on the Atlantic Ocean and the Tagus River, which has played a crucial location role

Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms 37

Alcantara, M.N.P.A during the 15th at that time, and consequently, to its city development. Further, after the earthquake of 1755, which destroyed the city, Lisbon took this as an opportunity to rebuild its urban fabric into a new pattern with wider streets, changing the character of its public spaces and built environment (dos Santos, 2017; Nobre, 2015). Later, in the 19th century, with the

from the past century, where modern infrastructure became part of its urban tissue (da Silva & de Matos, 2000). Moreover, the capital of Portugal has been experiencing a fast urban expansion since the middle of the 20th century, which has been changing the city dynamics considerably, especially in the mobility field (Tomás & Valério, 2021).

Figure 22. Lisbon location and statistics. Source: Author based on data from INE (2021)

As a result, Lisbon has created many tunnels, viaducts, more road lanes, highways, and fewer sidewalks. Consequently, with all this new infrastructure focused on private vehicles, the number of cars has increased, directly decreasing the number of public transport users. In addition, many companies and other economic activities have moved from Lisbon to the surrounding cities. Thus, the dispersion and significant fragmentation of the AML (Lisbon Metropolitan Area, or Área Metropolitana de Lisboa in Portuguese)

38 Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms

Alcantara, M.N.P.A been proposing many alternatives to overcome this situation and change the road infrastructure of the AML, extensive traffic is still happening in and out the city boundaries since a considerable part of the population lives far away from its workplace (Amorim, 2021). In addition, this fragmented aspect has also been extended to its transport bodies since many companies are responsible for providing the transport services. For instance, in the PT segment, there are i.

ropolitano de Lisboa responsible for four metro lines

(44,5km) (Metro Lisboa, 2022); ii.

operates 87 bus lines (721km), six tram lines

(53km), and four tram lift lines in Lisbon (Carris, 2020); iii. manage part of the AML bus services; iv. services; v.

provides some AML bus

also operates some AML bus services; vi.

responsible for the public ships; vii. Comboios de Portugal (CP) is behind the national trains activities, but also operates in the AML as

However, to beat this disintegrated situation, TML (Transportes Metropolitanos de Lisboa, in English Lisbon Metropolitan Transport)

a public entity subsidiary of AML

was

recently created in 2021. Hence, the coordination of all public transport actions related to AML has been assigned to TML, including parking management and shared modes, such as bicycles and e-scooters (AML, 2021a, 2021b). Moreover, to also help change its fragmentation history and attract more PT users, Lisbon and AML have adopted an integrated ticket policy in 2019,

a monthly pass that allows their PT

users to move inside the city or the metropolitan area (depending on the chosen scale) in all PT options operated by all public enterprises

one of the most significant steps done

in the past decades (Governo da República Portuguesa, 2019; Metro Lisboa, 2019). (Figure 23) goes beyond PT systems, which has been in charge of approximately 413 million passengers in 2019 (TML, 2022). Although the previous cases have shown the average number of passengers per day, it was not possible to find it for Lisbon, city-scale. The author even contacted Carris, TML, and INE via email. However, the only numbers that have been provided were the annual ones, which are not the most precise for the city-scale either, since it considers data from Carris, Metropolitano, CP, and Barranqueiro Transportes, that counts passengers that travel inside Lisbon but also some that go beyond the city limits as origin or destiny. Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms 39

Alcantara, M.N.P.A

Figure 23. Lisbon s Transport Modes in Numbers. Source: Author based on data from ACAP (2022); Câmara Municipal de Lisboa (2021); Carris (2020); EMEL (2022); Metro Lisboa (2022); TML (2022)

In addition, the city also offers a bike-sharing system (Gira) with 1,300 bikes (among conventional and also electric options ones) which can be rented in 116 stations spread through the city (Câmara Municipal de Lisboa, 2021; EMEL, 2022). In addition, the capital of Portugal has been growing its bike infrastructure over the years; nowadays, the city provides approximately 150km to its community and has plans to increase it even more (Câmara Municipal de Lisboa, 2021). In contrast, Lisbon has a history of a high PV fleet; in 2019, there were 1,702,097 in total (1,596,752 related to cars and 105,345 related to motorcycles), which culminated in a motorization rate of 748 vehicles per 1,000 inhabitants (ACAP, 2022). Additionally, it is essential to mention that the author has contacted by email and asked the public bodies for the numbers related only to Lisbon, city-scale; however, all numbers given were related to the district level. Under the considerations expressed so far, mobility in Lisbon has recently started changing its fragmented context toward a more holistic one, where mobility has been in a more integrated set of measures and actions in favor of a bigger picture. Moreover, similar to previous case cities, Lisbon has been among the finalists of the European Mobility Week award in 2015 and 2016 and has won it in 2018 due to some significant cycling initiatives and incentives for multimodality (EUROPEANMOBILITYWEEK, 2022b). After all, to close the last selected case city, Figure 24 shows Lisbon modal split from 2017. The total percentage of displacements among PT, bicycle, and walking is 52%, and the goal to be reached by

documents analyzed in this study

selected as one of the is 66% against 34% associated with private vehicles

40 Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms

Alcantara, M.N.P.A (Lisboa Câmara Municipal, 2020). Hence, similar to Budapest, Lisbon intends to decrease approximately 30% of its current private vehicular flows to meet its goals on time.

Figure 24. Lisbon Modal Split 2017. Source: Author based on data from INE (2018)

3.1.6. Brief

omparison

All five case studies have a variety of transport modes in their urban mobility systems. For instance, it can be seen in Figure 25 that Rome has the most extensive bus network, both in terms of lines and kilometers length

which makes sense due to its size compared to

the other selected case studies. However, considering the kilometers per line, Budapest has 2.6 km per bus line, the lowest average among the five cases, which generally could be seen as easier to manage, more predictable, and consequently, a more reliable system that can overcome the disadvantage of more transfers. On the other hand, as shown in Figure 26, Rome has the lowest numbers of lines and kilometers regarding the tram systems, meaning that its tram network is not powerful in the urban displacements. However, Budapest has the highest number of lines, 34, and Vienna has the largest tram network, with 225km, emphasizing the importance of this transport mode for their citizens

In addition, regarding mass transport, Figure 27 displays the metro

infrastructure overview, where it is notorious that Vienna has the best scenario among the case studies, with five lines corresponding to 83 km in total. Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms 41

Alcantara, M.N.P.A

Figure 25. Overview of the five cases bus infrastructure, including the number of lines, kilometers, and lines per kilometer. Source: Author based on data from BKK Budapesti Közlekedési Központ (2019a); Carris, (2020); Roma Mobilità (2021); STIB (2022); Wiener Linien (2020)

Figure 26. Overview of the five cases tram infrastructure, including the number of lines, kilometers, and lines per kilometer. Source: Author based on data from BKK Budapesti Közlekedési Központ (2019a); Carris, (2020); Roma Mobilità (2021); STIB (2022); Wiener Linien (2020)

Figure 27. Overview of the five cases metro infrastructure, including the number of lines, kilometers, and lines per kilometer. Source: Author based on data from BKK Budapesti Közlekedési Központ (2019a); Carris, (2020); Roma Mobilità (2021); STIB (2022); Wiener Linien (2020)

42 Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms

Alcantara, M.N.P.A Furthermore, regarding the bike infrastructure (Figure 28), Brussels has the bike-sharing system with the highest number of bikes and stations among the case studies (5,000 and 360 respectively), followed by the Viennese one with 3,000 bikes and 200 stations. It is essential to mention that Rome has not been taken into consideration since the city does not offer a bike-sharing system with docks and stations anymore, as it has been previously mentioned; hence, a comparison with the other case studies would not have been fair since all Roman bike-sharing providers are related to dockless systems nowadays. In addition, Vienna is also the city with the greater length of cycling infrastructure among the selected cases, reinforcing that the Austrian capital gives outstanding importance to this transport mode.

Figure 28. Overview of the five cases bike infrastructure, including the number of bikes and stations from their bike-sharing systems and cycling infrastructure kilometers. Source: Author based on data from BKK Budapesti Közlekedési Központ (2019d, 2022a); Bruxelles Mobilité (2020a); Câmara Municipal de Lisboa (2021); EMEL (2022); Roma Mobilità (2021); Stadt Wien (2022); Villo (2022); Wiener Linien (2022b)

In the scenario of private vehicles (Figure 29), Rome is the city with the most significant car and motorcycle fleets, which also makes sense due to its dimensions compared to the other case studies. However, for a fair comparison, the total number of private vehicles

motorization rate

except for Lisbon, where the data provided by ACAP has presented

numbers from its District, not only the city-scale. Under those circumstances, Rome still appears on the top of the list with 748 private vehicles per 1,000 inhabitants, confirming the high traffic picture everyone would see when visiting the Italian capital. Likewise, not Lisbon takes 2nd place, restating its strong historical car

Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms 43

Alcantara, M.N.P.A culture. Despite Vienna being in 3rd place in the fleet numbers, its motorization rate puts the Austrian capital in 5th place among selected case cities.

Figure 29. Overview of the five cases private vehicles fleet, including the number of cars, motorcycles, and motorization rate per 1,000 inhabitants. Source: Author based on data from ACAP (2022); City of Vienna (2021); Hungarian Central Statistical Office (2021, 2022); IBSA (2021, 2022); Istat (2021); Roma Mobilità (2021); Stadt Wien (2021)

In a nutshell, it could be seen that Vienna has been performing the best balance scenario among the five cases, while Brussels has stud up with its bike-sharing system. In addition, Budapest demonstrates to have its public transport in a fair equilibrium, significantly associated with bus and tram networks. Notwithstanding, Rome has revealed a poor scenario linked to its transport networks, making its strong PV culture even more evident. At the same time, Lisbon, in general, has not displayed a robust/relevant framework compared to the other selected cases, being in an ordinary/low perspective. Hence, urban mobility has been a significant challenge for all the five selected cities; however, at different levels, some cases have been experiencing more issues in specific transport modes than others (Figure 30). For instance, Vienna and Budapest have a strong presence of their public transport systems in the daily displacements. In contrast, Budapest faces a high percentage of private vehicles in its modal split and has the lowest rate of soft mobility (walking and cycling) compared to all cities. On the other hand, Vienna shows the most balanced modal split among these five cases. In addition, Brussels and Lisbon have been displaying similar behavior patterns, where a high percentage of private vehicles (46%) going around their cities, regardless of Lisbon showing the highest walking rate compared to the others. Furthermore, Rome presents the uppermost private vehicle

44 Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms

Alcantara, M.N.P.A trips among all cases

reinforcing what has already been uncovered by Figure 29

and

an ordinary/low behavior among the other modes (walking, cycling, and PT).

Figure 30. Overview of the five cases current modal splits city scale grouped by transport modes. Source: Author based on data from Wiener Linien (2021); Service public fédéral Mobilité et Transports (2019); BKK Budapesti Közlekedési Központ (2019c); Dipartimento Mobilità e Trasporti Roma Capitale (2020); INE (2018)

Thence, deeper analyses have been done

and presented in Chapter 4

based on the

SUMP 12 Steps elements and 8 Principles to see to what extent their strategic mobility documents could be considered SUMPs and also to have a better comprehension of the European transition from TTP to SUMPing.

3.2.Research Methods The previous subchapter uncovered the current scholarship on how urban mobility has been treated and implemented as an opportunity (or not) for sustainable urban

Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms 45

Alcantara, M.N.P.A development in the selected five cities; however, mobility measures and actions are neither easy to implement nor simple. Thus, to answer the research question, the methodology proposed has been based on qualitative methods to scrutinize the selected strategic documents published by planning departments (Table 4) thesis

objects of this

and uncover the mobility processes behind their development, implementation,

and monitoring phases according to the SUMP guidelines. Hence, the primary documents that have been analyzed are marked with a *symbol; the others are complementary documents used for specific parts of the analysis. In addition, if not specified in Table 4, the available language is English. Further, in the following subsections, the methods that have been used for the analyses have been concisely described. Table 4. Overview of selected strategic documents that have been analyzed for this thesis. Source: Author Type

Title

N. of pages

Vienna, AUSTRIA SUMP Total

STEP 2025 Urban Mobility Plan Vienna (Vienna City Administration, 2014a)*

124 pp. 124 pp.

Brussels, BELGIUM SUMP

Good Move Plan regional de mobilité 2020-2030 (Regional mobility plan 20202030), only available in French or Dutch (Bruxelles Mobilité, 2020b)*

Total

290 pp. 290 pp.

Budapest, HUNGARY SUMP SUMP SUMP SUMP Monitoring & Evaluation Handbook Total

BMT - Budapest Mobility Plan 2030 - Volume I Objectives & Measures (BKK Budapesti Közlekedési Központ, 2019a)* BMT - Budapest Mobility Plan 2030 - Volume II Transport Development and Investment Programme (BKK Budapesti Közlekedési Központ, 2019b)* BMT - Budapest Mobility Plan 2030 (Project data sheets), only available in Hungarian (BKK Budapesti Közlekedési Központ, 2019c) A Balázs Mór-tervhez kapcsolódó programozási, illetve hatáselemzési és értékelési (Development of impact analysis and evaluation methodology program related to the Balázs Mór plan), only available in Hungarian (BKK Budapesti Közlekedési Központ, 2016)

100 pp. 152 pp. 311 pp.

87 pp. 650 pp.

Rome, ITALY SUMP

SUMP

PUMS Roma - Piano Urbano della Mobilità Sostenibile - Volume 1 - Quadro conoscitivo ed obiettivi (framework and objectives), only available in Italian (Roma Servizi per la Mobilità, 2019a)* PUMS Roma - Piano Urbano della Mobilità Sostenibile - Volume 2 - Strategie | Azioni | Scenari | Valutazioni | Monitoraggio (Strategies | Actions | Scenarios | Evaluations | Monitoring), only available in Italian (Roma Servizi per la Mobilità, 2019b)*

Total

287 pp.

314 pp. 601 pp.

Lisbon, PORTUGAL Strategic Mobility Vision

MOVE Lisboa, visão estratégica para a mobilidade 2030 (Strategic Vision for Mobility 2030), available in Portuguese and English (Lisboa Câmara Municipal, 2020)*

72 pp.

Mobility Action Plan

PAMUS - Plano de Ação de Mobilidade Urbana Sustentável da Área Metropolitana de Lisboa - Volume I Relatório (Sustainable Urban Mobility Action Plan for Lisbon Metropolitan Area - Volume I Report), only available in Portuguese (AML, 2019)

261 pp.

Total Total

333 pp. 1.998 pp.

46 Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms

Alcantara, M.N.P.A 3.2.1. Descriptive Coding | SUMP 12 Steps elements Strategic documents are pivots, connecting the expert and the audience (Kornberger, 2012). However, those documents usually result in much material, so it is necessary to adopt methods to deal with them practically and coherently. Hence, qualitative coding data is an excellent way to categorize text content and establish a structure of thematic ideas. However, it is essential to mention that coding data is not a procedure that should result in something enigmatic or secret, as the concept of

is often understood.

Therefore, it is a clear and explicit procedure in which words, phrases, or expressions are attributed to specific parts of a text to summarize the idea from the data along the analysis process (Gibbs, 2007). Moreover,

has been chosen to organize the data from

the strategic documents of the five selected case studies. Generally, this coding method is appropriate for extensive data collection to be handled, which matches the scenario of this thesis. In addition, descriptive coding is a straightforward approach to classifying qualitative data, allowing the researcher to better understand the work for further investigation (Saldaña, 2013). Hence, the selected strategic documents, listed in Table 4, have been incorporated and manually coded using

software to help categorize the vast amount of qualitative

data for further analyses. Therefore, the coding guide (Figure 31) has been created and classified based on the SUMP 12 Steps elements shown in the literature review representing the SUMP cycle. Moreover, the interrelations represented with different types of arrows have been done based on SUMP guidelines. It has been mentioned that the SUMP 12 steps do not strictly happen in sequence but also can happen along with other steps and activities at the same time. Furthermore, succeeding in implementing one step could be directly influenced by the previous accomplishment of another (Rupprecht Consult, 2019). Thus, the SUMP cycle also reflects the holistic approach it fosters. In addition, these elements have also helped structure the analysis and their results between the main four phases

i. preparation and

analysis; ii. strategy development; iii. measure planning; iv. implementation and monitoring

Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms 47

Alcantara, M.N.P.A development process, to help discover to what extent they could be considered SUMPs (or not) and their contribution towards the transition from TTP to SUMPing.

Figure 31. Coding guide based on SUMP 12 Steps elements (Rupprecht Consult, 2019). Source: Generated from Atlas.ti software and modified by the Author

As a result, Sankey diagrams have been created with the qualitative data analyses for each case city to show an overview of the results and enrich the research quality. Therefore, the charts show quantitative outcomes related to the coverage of the 32 SUMP Activities by the strategic documents based on the SUMP guidelines

with specified aims for each

activity of the 12 Steps. Thus, these activities have been categorized into three types: i. covered, which indicates that the document analyzed has addressed most of the

ii. partially covered, which means that the document has fulfilled some of the SUMP

48 Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms

Alcantara, M.N.P.A iii. unclear, which signifies the document has not shown precise data to cover the

Hence, apart from the statistics generated from this first analyses, the purpose of using descriptive coding and transforming the data analyses results into Sankey diagrams has also been to help investigate the answer to the research question.

3.2.2. SUMP Self-Assessment Tool | Principles of a SUMP After analyzing the SUMP 12 Steps elements throughout strategic documents, this thesis has used the SUMP Self-Assessment Tool to complement, enhance, and broaden the five analyses. For instance, this instrument has been developed by ELTIS. It helps evaluate urban mobility planning through an online questionnaire (full framework transcription available in Appendix B) containing up to 55 questions. The number of questions may vary according to the answers provided and the context analyzed. In addition, it has been structured along with nine parts (European Platform on Sustainable Urban Mobility Plans, 2019): i. Planning context ii. Mobility assessment iii. Vision and objectives iv. Measurable targets v. Integrated transport vi. Implementation plan vii. Institutional cooperation viii.Participation ix. Monitoring and evaluation Therefore, the SUMP SAT can evaluate the quality of a mobility plan and analyze everyday planning activities. Thus, it is a valuable instrument throughout the entire planning process and implementation to assess the situation and, if necessary, adapt/rearrange the activities accordingly. After all, the results are displayed on a radar chart illustrating the extent to which the mobility plan achieved the SUMP Principles. Moreover, it also provides some suggestions for improving the areas where the plan might be experiencing difficulties. All SUMP SAT results from the five case cities are fully available in the Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms 49

Alcantara, M.N.P.A appendices (Appendix C up to G) online form tool. Later, after finishing the analyses, it was possible to combine all the results into one radar chart that allowed many reflections that have been further discussed in Chapter 5. In addition, it is essential to mention that everyone can access the tool; although to answer the online form, it needs much knowledge regarding the city and its plan. Otherwise, the results would not be trustworthy or accurate. Thus, it reinforces the importance of the previous method coding allows a deeper comprehension of their realities and context. To conclude this chapter, Figure 32 illustrates the methodology framework that has been used for the indepth analyses, starting from organizing the data, moving forward with the analyses, comparing the results, and reaching the research findings

the end of this master thesis.

Figure 32. Methodology for the in-depth analyses. Source: Author

50 Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms

Alcantara, M.N.P.A

4. Data Analysis & Results

This research has explored the extent to which strategic documents from EU Capitals follow the SUMP guidelines by scrutinizing the technical dossiers from Vienna, Brussels, Budapest, Rome, and Lisbon using descriptive coding to organize the data analyses workload in order to unfold the SUMP 12 Steps, based on the SUMP 32 Activities coverage. In addition, the SUMP SAT has been used to uncover the SUMP Principles complementing, enriching, and wrapping up the sole investigations. All selected case studies have documents structured toward SUD, however, with different approaches from each other. For instance, while Vienna, Brussels, and Lisbon have straightforward documents, Budapest and Rome have developed their SUMPs long-winded. Thus, this chapter firstly shows the findings of the documents from Vienna, secondly Brussels, thirdly Budapest, followed by Rome, and lastly Lisbon. All the analyses have trailed the same structure (Figure 33), first a general overview of their documents, followed by four subsections of the SUM

phases analyses that have underpinned the SUMP 12 Steps and the coverage

of their 32 Activities. Afterward, the fifth and last subsection revealed to what extent the SUMP Principles are present in the selected case studies.

Figure 33. Structure of Chapter 4. Source: Author

Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms 51

Alcantara, M.N.P.A

4.1. Vienna | STEP UMP | STEP 2025 Fachkonzept Mobilität In the STEP 2025 Urban Development Plan (STEP UDP) adopted by the municipal administration in 2014, urban mobility was integrated and addressed with the other urban systems. development. In addition, the municipality is taking this tendency as an opportunity to improve the Viennese community. These changes bring more diversity to the city and focus on urban development as a collective responsibility (Vienna City Administration, 2014b). In addition, STEP 2025, in the thematic concept of urban mobility plan, has been divided into three main parts. The first part presents the mission statement, strategic framework, objectives and indicators, city structure, and mobility. Further, the second part addresses the fields of action, i.e., governance: responsibilities and resources; public space: sharing streets in a fair way; efficient mobility by mobility management; sharing instead of owning; transport organization: a smarter way of managing mobility business in motion; transport infrastructure: the backbone of the city; mobility needs innovation; together in the region. Lastly, the third part shows the way the urban mobility plan has been developed, pointing

proposed measures interlinked with the transportation modes into two chapters, respectively, i.e.,

and

measures by mode of transport (Vienna City Administration, 2014a). Therefore, the STEP 2025 Urban Mobility Plan has been based on t processes, corroborating the SUMP guidelines. In a nutshell, STEP UMP guidelines are well structured and cover essential fields for 12 Steps to a certain extent (Figure 34); however, the activities related to funding/financing and implementation specifics have not been clearly displayed. Further detailed results have been presented in the following subsections, showing the 32 SUMP Activities that have been covered (12), partially covered (9), and also pointing out the ones that are unclear (11).

52 Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms

Alcantara, M.N.P.A

Figure 34. Overview of Vienna STEP UMP s 12 Steps SUMP analyses. Source: Author

4.1.1. Phase 1 | Preparation & Analysis The STEP UMP has presented its development process throughout the entire document, and it has a dedicated section on the third part methods and processes

The way to the urban mobility plan:

which shows more details. In addition, as has been previously

demonstrated in Chapter 2 (Figure 4), the SUMP cycle Phase 1 (Preparation and Analysis) has three steps, which have been explored in the analyses below. Step 1 - set up working structures: STEP UMP has established working groups with members of the city administration from different departments and districts, citizens, experts, and interest groups. Hence, the plan has incorporated all different actors and stakeholders throughout its development process (Figure 35), ensuring political and institutional ownership. Although STEP UMP managed to do a truly integrated planning process, it has not been clear regarding its evaluation of capacities and resources (human, institutional, and financial; this last one could be at least a rough estimate to stay realistic, according to the SUMP guidelines). This evaluation is critical at the beginning to identify possible barriers to its development beforehand and create strategies to overcome those gaps; without it, it could compromise the planning development and its implementation. Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms 53

Alcantara, M.N.P.A

Figure 35. Drawing up the urban mobility plan under the Urban Development Plan (STEP 2025) umbrella. Source: Vienna City Administration (2014a)

Step 2 determine planning framework: STEP UMP has declared in the document to have had continuous external support reviewing the entire process to assure quality and compliance with the SUMP guidelines. Thus, it made sure to connect with other planning processes, such as the of the City of Vienna the

the and others. Therefore,

STEP UMP has reinforced that mobility is a shared policy domain that needs an integrated involvement from different departments and all government levels to achieve its goals. Moreover, STEP UMP has defined its geographic sphere by focusing on Vienna and incorporating measures that encompass the metropolitan region (Stadtregion Wien), especially those related to transport strategy, such as public transport network and bicycle traffic among others. In addition, it has even considered the transnational scenario, listing initiatives that involve the region, i.e., the implementation of projects along with the TENT Network

a European policy aiming at a multimodal transport network along all

European regions, including railway lines, road infrastructure, and water connections, to reduce barriers and environmental impacts and enhance social, economic, and territorial unification in the EU (European Commission, 2013b). Although STEP UMP has shown its development process in Figure 35 and also mentioned that they started working in 2012, evaluating the previous plan, further evolving the process in the fall of 2013, and having the interim results in the summer of 2014; It was unclear if it has been planned and agreed upon or if some delays and changes in the framework happened along its process.

54 Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms

Alcantara, M.N.P.A Step 3 analyze mobility situation: STEP UMP has presented most of the analyses before the proposed actions in the second part of the document. It has addressed the perspective of all transport modes and other significant sustainable elements. For instance, in action 19

further development of bike-sharing systems

first, it has been presented some

study facts: In 2014 (as at February), Vienna had 116 city bike stations with roughly 2,600 slots. They cover about 12% of the urban area (for comparison: the rate is 78% in Lyon, France). The average distance between stations in Vienna is 700m (compared with 300 m in Paris). The number of stations within a 2 km radius is about 22 in Vienna (whereas it is 123 in Paris). In 2012, the average number of trips per bike and day in Vienna was 1.6 (Barcelona: 7.4). (Vienna City Administration, 2014a, p. 65)

Then, afterward, STEP UMP reinforced its desire to maintain and expand the bike-sharing systems, followed by showing measures to be carried out on local and regional scales. Therefore, Figure 36 summarizes the STEP UMP analyses from SUMP Cycle Phase 1, where seven activities have been covered, and three others have stayed unclear.

Figure 36. Overview of Vienna STEP UMP s Phase 1 analyses. Source: Author

Although the plan has presented the current mobility situation was reinforcing how Vienna is performing well

which most of the time

concluding the milestone of the first

Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms 55

Alcantara, M.N.P.A phase, it lacks more critical analyses where it would be able to underlie the reasons beyond those current patterns. Thus, the investigations could be considered vague, where the identification of possible data gaps has not been addressed, nor their potential fulfillments. 4.1.2. Phase 2 | Strategy Development The STEP UMP has shown its strategy process mainly in the first part chapters,

and

specifically in two In addition, as

previously revealed in Chapter 2 (Figure 4), the SUMP cycle Phase 2, Strategy Development, also has three steps, which the summary analyses results have been presented below. Step 4

build and jointly assess scenarios: STEP UMP has not clearly displayed this step.

Although Steps 5 and 6 have presented other strategy components explained

as will be further

the Viennese plan did not share the future options that may have been raised

through their workshops and talks with citizens and stakeholders. However, it does not mean that this step did not happen through its planning process, but rather that its possible scenarios might not have been published in the STEP UMP since some of them have not been selected for it. In other words, to further develop a vision and strategy, it has to consider all possible scenarios to choose the one that fits most into their reality. Step 5 called

develop vision and strategy with stakeholders: STEP UMP has adopted a vision defined as

traveling around the

city to all people, if possible, without however losing sight of sustainability sustainable overall (Vienna City Administration, 2014a, p. 19).

mobility services, represented by one word: fair, healthy, compact, eco-friendly, robust, and efficient. These objects have been better described in the STEP UMP and addressed the primary issues considering all transport modes. In addition, STEP UMP has stated

in its chapter

that

be incorporated side-by-side with its urban development. Moreover, the plan has also listed strategies that have been established in the STEP UDP, which have been considered

56 Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms

Alcantara, M.N.P.A the premises of sustainable mobility development: i. consistent development of areas with high development potentials; ii. high-quality urbanity in all parts of the city; iii. balanced polycentric urban development; iv. multi-functionality as guiding principle; v. more value to ground floor areas; vi. strengthening and developing green area and open space networks; vii. local mobility the interface of urban planning, society, and mobility. Although STEP UMP has presented its vision and objectives encompassing all transport modes and has stated many times through the document that the participatory approach with citizens and stakeholders has happened throughout the entire process, it was unclear to what extent they have agreed and contributed to the 5th Step development. For instance, according to Figure 35, objectives; however, the stakeholders have not participated. Nevertheless, it was unclear if they also participated in the preliminary vision discussions and further agreed on its final version, as the SUMP guidelines recommended, or if it happened only once, in the middle of the process. Hence, it lacked more details regarding the genuine contribution of citizens and stakeholders in this step. Step 6

set targets and indicators: STEP UMP has defined

for all six

objectives. For instance, the Eco-friendly impact target has been the Viennese will be reflected in a move away from 72:28 in 2013 to 80% of eco-mobility and 20% of car traffic by 2025. Traffic in Vienna will shift to a modal split with a much large share of eco-

(Vienna City Administration, 2014a, p. 22). Afterward, STEP UMP has

shown four lists of core indicators, with its definitions, historical values, and strategic targets sought by 2025 (Table 5 is one example). The lists have been split into topics, i.e., mobility behavior (Table 5); mobility services, reachability, and availability of vehicles; transport demand, speeds, and traffic safety; energy and environment. Therefore, the defined core indicators considered the existing data sources by the SUMP guidelines

as proposed

which will be able to monitor the progress and envision the

accomplishment of the STEP UMP objectives. However, the guidelines have stated the importance of having SMART targets (Specific, Measurable, Achievable, Relevant, and Timebound) for each core indicator, which to a certain extent, STEP UMP has followed. Although it is essential to mention that some of the targets have not been too specific, for

Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms 57

Alcantara, M.N.P.A instance, the ones related to the rise or decline sought that do not have a particular value to be achieved. Table 5. Mobility Behavior

indicator and targets from STEP UMP. Source: Vienna City Administration (2014a)

In a nutshell, Figure 37 summarizes the STEP UMP analyses from SUMP Cycle Phase 2, in which, from the six activities in total, two have been covered, two have been considered partially covered, and the other two have remained unclear.

58 Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms

Alcantara, M.N.P.A

Figure 37. Overview of Vienna STEP UMP s Phase 2 analyses. Source: Author

Thus, even completing the second phase milestone cycle

reaching the middle of the SUMP

this open target could compromise the monitoring progress (Phase 4) since it is

unclear how much the plan expects to achieve. For instance, if it rises or declines just a little, it could be considered to have reached its goals, even if that would not mean much progress. Hence, this could be a point to be improved for the following plans. 4.1.3. Phase 3 | Measure Planning The STEP UMP has presented its measuring plan mainly in the second part, divided into nine chapters,

Space:

Organization lity n Furthermore, as earlier stated in Chapter 2 (Figure 4), the SUMP cycle Phase 3, Measure Planning, also has three steps, which summary analyses results have been shown below. Step 7

select measure packages with stakeholders: STEP UMP has not shared much

information regarding the assessment of long lists of measures by the SUMP guidelines

recommended activity

that possibly have been done before the selection of the 50

ones presented in the document. Nevertheless, it does not mean that this activity did not occur, but rather that it might not have been published in the final paper since some lists of measures have not been selected for the shortlist

a similar assumption to Step 4.

Although, it is essential to highlight that according to Figure 35, stakeholders have been very involved in the measures process, which is a positive outcome for this step. Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms 59

Alcantara, M.N.P.A Furthermore, the 50 selected measures have been packed and presented into nine action chapters, striving to integrate all transport modes with land-use and other urban sectors, following the SUMP guidelines. Hence, they have been displayed in three ways throughout the document: i. In a summary table where the 50 measures have been linked to their contribution to achieving the six objectives ii. In a descriptive manner with more details regarding each of them iii. At the end of the document, grouped by transport modes However, the SUMP guidelines reinforce that a detailed cost estimation should be presented along with the measure packages, although this information has hardly been seen through the document. Hence, this is a critical point that needs improvement in further plans. Likewise, monitoring and evaluation arrangements have been generically mentioned. There is a lack of details regarding the format and the frequency each data will be measured, but it also is missing the responsibilities and allocation budget specifics. STEP UMP has mainly mentioned that the City of Vienna Administration is the one in charge of frequently monitoring and keeping track of the implementation of measures; however, it does not point out which department is responsible for what nor define the frequency which the indicators will be updated. It has only mentioned that

ry 5 years, an extensive

evaluation is carried out and the result is submitted to the Municipal Council, with (Vienna City Administration, 2014a, p. 28). Step 8

agree actions and responsibilities: STEP UMP has described all actions in the

second part of the document, divided into nine fields. However, it lacks many essential data that the SUMP guidelines have recommended in this Step. For instance, it lacks detailed information for most actions related to budget and funding sources (identifying potential financial resources), priorities, responsibilities, and timeline. Although, as has been already mentioned in the previous Step, according to Figure 35, the stakeholders have been involved in many measures planning, which helps ensure public support, and further facilitates the adoption of the plan, the lack of details related to actions could compromise a lot the plan implementation. Hence, this Step needs to be improved in the further updates of the STEP UMP. 60 Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms

Alcantara, M.N.P.A Step 9

prepare for adoption and financing: STEP UMP has not presented concrete

financial plans for all actions, as has been already stated in Steps 7 and 8. In the document, it has been mentioned that (Vienna City Administration, 2014a, p. 58). Moreover, some other parts of STEP UMP also mention funding and financing, but always in a very generically/broad way without sharing many details about it. Most of the time, it has just referred to as or as a

for

those purposes/actions; however, it has not been clear nor explicitly addressed how much funding, or which type, or who is truly responsible for them, or who is in charge of requiring them. Additionally, the author even researched the possibility of this financial resources part being in another document, as an annex, such as a road map or action plan detached from STEP UMP. Still, not much luck has been made through this desk research which has been done in English and German to avoid missing any data about it. Furthermore, the last activity suggested by the SUMP guidelines for this Step is related to

it has incorporated the participatory approach from citizens and stakeholders to receive political and public support. For this reason, STEP UMP has discussed the interim document in a

fora before its approval, and a

has also been

conducted through the plan to guarantee gender and diversity inclusion. In summary, Figure 38 compiles the STEP UMP analyses from SUMP Cycle Phase 3, where only two activities have been covered, three others have been partially covered, and another four have stayed unclear.

Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms 61

Alcantara, M.N.P.A

Figure 38. Overview of Vienna STEP UMP's Phase 3 analyses. Source: Author

Hence, by finishing Step 9, STEP UMP has achieved the third and most important milestone the adoption of the plan

although the financial aspect has been critically missing in

this 3rd Phase, and undoubtedly is something Vienna needs to take into account for the next STEP UMP. 4.1.4. Phase 4 | Implementation & Monitoring The STEP UMP has briefly shown the implementation and monitoring processes for the actions that have been defined. In the second part, chapters called

one of the nine

presented some hints of these processes, along

with some shared results throughout the document. Since this is a phase that should option, it makes sense that there is not much detailed information about it in STEP UMP. Although this research encompasses the entire SUMP cycle with its four phases and twelve steps; therefore, Phase 4, Implementation & Monitoring

which also has three Steps as the previous phases

has been analyzed with

the content data from STEP UMP. Hence, the summary results have been displayed below. Step 10

manage implementation: STEP UMP has stated that Vienna has a consistent

implementation history. Moreover, a follow-up to implemented successful strategies has been presented through STEP UMP, such as the car-sharing managed by the city administration. The municipality developed this successful strategy in 2012, which has 62 Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms

Alcantara, M.N.P.A coordinated the implementation with Wiener Linien to provide a clear framework for the entire operation. Another example that has been shown by STEP UMP was Mariahilf

gender mainstreaming pilot district, including the Mariahilfer Straße transformation, where new pedestrian and shared zones have been created and changed urban mobility in the area. Those changes have been managed by seven different municipality units, with the support of two external offices. As a result, gender mainstreaming measures have been further implemented in many other parts of the city due to their successful implementation in Mariahilf. Hence, great coordination between all parties involved might have happened to achieve these positive results, including the definition of roles to facilitate their implementation, as recommended by the SUMP guidelines. Step 11 monitor, adapt and communicate: STEP UMP has mentioned that the municipality is responsible for periodically monitoring the implementation progress, as has already been noted in Step 7. In addition, throughout STEP UMP, action 46 assessment through the monitoring process

innovation needs

has stated that the focus is on

accomplishing the desiring goals, where to whether they are sufficient for achieving the objectives or whether there is a need for new, (Vienna City Administration, 2014a, p. 97). Therefore, it is aligned with the SUMP guidelines, which monitoring the progress and adapting it is extremely important for a successful implementation phase. Moreover, engaging citizens and stakeholders in this Step are also essential to have flourishing results; however, not much has been found related to this involvement at this stage. Thus, it should be something to consider for further plans since involving citizens and stakeholders in the monitoring phase helps ensure ownership and increase public support, besides enhancing the knowledge exchange between professionals and the community, which leads to better results. Step 12 review and learn lessons: STEP UMP has shared some results and lessons learned from previously implemented measures through the document; some of them have already been shown in the previous Steps. Moreover, STEP UMP has also mentioned the successful implementation measure of the public transport annual pass costing 365 EUR (one euro a day) that has increased the ownership of those tickets from 373,000 in 2011 to more than 800,000 in 2019 (Wiener Linien, 2020). In addition, another great example Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms 63

Alcantara, M.N.P.A mentioned by the plan was the Vienna Play Street model traffic and opened up to children in the afternoon

sections of streets closed to

which has been implemented in many

districts and is planned to expand, especially in consolidated areas where there is hardly any open spaces. However, most of the results shared have been related to successes, not failures, which are also part of the evolution process. Hence, Vienna should also contemplate its failures in updating the following plans since not everything ended up exactly as planned, and many lessons could be learned from those. Therefore, Figure 39 displays the summary of the STEP UMP analyses from SUMP Cycle Phase 4, in which only one activity has been covered, four others have been partially covered, and two others have remained unclear.

Figure 39. Overview of Vienna STEP UMP's Phase 4 analyses. Source: Author

fourth and last milestone measure implementation evaluated

but also the beginning of a new cycle. Thus, it is

well known that Vienna has been achieving many outstanding results. However, as

failures, consequently addressing new challenges and possible solutions in the following planning process to achieve even better future results. 4.1.5. Principles of SUMP After scrutinizing STEP UMP throughout the SUMP Cycle, this research has enhanced the analyses by employing the online SUMP Self-Assessment Tool to evaluate to what extent the Viennese strategic mobility document is fulfilling the SUMP Principles. The overview

64 Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms

Alcantara, M.N.P.A results have been displayed in Figure 40, and the full version is available in Appendix C, including the answers the author filled in the online questionnaire. Moreover, it is crucial to mention that the principles of SUMP are eight in totality, as previously illustrated in Figure 3. Nevertheless, the results exhibit only seven because the SUMP guidelines th

SUMP

principle.

Figure 40. Vienna STEP UMP Results - Principles of SUMP. Source: Author based on the SUMP SAT Results

Therefore, based on the SUMP SAT results, Vienna has shown an average performance regarding its mobility planning process since most of the SUMP principles have achieved percentages above 60%. However, the 5th principle,

-term vision and a clear

has the lowest rate, around 40%. This principle is associated with the implementation plan details and resources framework

such as timetable, budget, delegation of responsibilities, which confirms what has already been identified in the SUMP

12 Steps analyses as critical points that needs improvement. In contrast, the 4 th principle, has received the highest score. It is associated to the comprehensive analysis of the current mobility situation in order to propose future conditions, which should specify objectives, and ambitious

but pragmatic

targets

aligned with the central vision of the plan.

Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms 65

Alcantara, M.N.P.A reaffirm and summarize the successes and challenges that the SUMP 12 Steps analyses

4.2. Brussels | GM | Good Move Plan Régional de Mobilité 2020-2030 The Good Move, Plan régional de mobilité 2020-2030 (GM), approved by government in 2020, is aligned with the vision from Plan Régional de Développement Durable (PRDD

in English, Regional Plan for Sustainable Development) adopted in 2018,

which GM is integrated into it. In addition, Brussels has decided to put the user at the core of the development of its urban mobility plan. The goal has been to let the person choose

only to traffic infrastructure problems. For this reason, it seeks a paradigm change, which has influenced the planning process, where it has integrated different perceptions from many citizens, actors, and stakeholders (Bruxelles Mobilité, 2020b). Additionally, GM has been split into two main parts. The first part, the core, is called (in English, General Part), which shows an i. introduction; ii. the strategy, including the city vision, the mobility vision, the actions programs, and the conditions for success; iii. the action plan; and iv. the regulatory aspect, with definitions, general and special requirements. Further, the second part, (in English, Specific Part Road Development Plan), is short, at the end of the plan, and it identifies road development or infrastructure projects to be carried out. Moreover, it presents the strategy, regulatory aspect, and budget information. Hence, GM has addressed analytical and collaborative approaches, breaking the traditional planning structure (Bruxelles Mobilité, 2020b). In summary, GM guidelines are well organized and comprise many necessary fields for

Steps to a certain extent (Figure 41); however, it needs some more clarifications and definitions associated with some activities. Additional meticulous outcomes have been shown in the next subsections, indicating the 32 SUMP Activities that have been covered (26), partially covered (3), and also specifying the ones that are unclear (3).

66 Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms

Alcantara, M.N.P.A

Figure 41. Overview of Brussels

12 Steps SUMP analyses. Source: Author

4.2.1. Phase 1 | Preparation & Analysis GM has presented its development process throughout the document and shared the details in the introduction part

Partie 1A Introduction. Hence, the steps from the SUMP

cycle Phase 1 (Preparation and Analysis) have been investigated in the analyses beneath. Step 1 - set up working structures: GM has been led by Bruxelles Mobilité, the regional public mobility authority, and by the Bureau bruxellois de la Planification (perspective.brussels in English, Brussels Planning Office), supported by Smarteam consortium selected by a public tender. Moreover, the plan has managed to integrate citizens, stakeholders, regional and municipal representatives, public transport operators, mobility professionals, and members of the socio-economic sector throughout its entire development process. For instance, in

(in English, The Exploratory Phase), which

happened at the very beginning

between September and December 2016

six

workshops mobilized nearly 350 participants from different public and private bodies, in addition to numerous bilateral meetings to hear the expectations of key players in Figure 42 shows the diversity of people who contributed to the vision development during the April 2017 forum during

(in

Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms 67

Alcantara, M.N.P.A English, The Orientation Phase). As a result, it could be said that GM has ensured political and institutional ownership.

Figure 42.

ctors and Stakeholders that contributed to the vision development during the April 2017 forum. Source: Bruxelles Mobilité (2020b)

Although GM managed to have a clear picture of strengths, weaknesses, and possible future improvements based on its previous planning practices, the financial resources that were available for its plan development have not been clear. Likewise, the evaluation of human capacities was also unclear. Hence, the lack of information could compromise the success of the plan. Step 2

determine planning framework: GM has defined its geographic scope by the

Brussels-Capital Region. In addition, GM has also linked with other planning processes, i.e. the

(PCM

PRDD; the

in English, the Municipal Mobility Plans); the (PRAS

Plan); the

(PAD PRAS

Development Plans); the

(PRPS

the Regional Parking Policy Plan); the in English, the Municipal Parking Action Plans); the -Climat-

in English, the Master

(in English, the Regional Urban

Planning Regulations); the

Plan); the

in English, the Regional Land Use

in English, (PACS

(in English, the Noise

(in English, the Air-Climate-Energy Plan); the

(in English, the Innovation Plan); the

(in English,

68 Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms

Alcantara, M.N.P.A the Go4Brussels 2030 Strategy); and the

(PGSP

in English, Global Safety and Prevention Plan). Hence, Brussels has strengthened GM and the other plans by connecting them and reinforcing the holistic mobility approach. In addition, GM has also presented its plan development phases, which, apart from Phase exploratoire

followed by

that have already been

mentioned in Step 1, there were also Phase),

(in English, The Emergence

(in English, The Convergence Phase), (in English, The Consolidation Phase), and lastly, before its final approval by

the government,

(in English, The Public Inquiry). Thus, GM is a result

of a participatory process, which received external support from the Smarteam consortium an

fostering four main

principles, i.e., transparency, transversality, co-construction, and appropriation. Although it mentioned that its process happened from September 2016 until its approval in march 2020, it was unclear if the development framework has happened as planned or if some delays and changes have influenced its path. Step 3

analyze mobility situation: GM has presented a subchapter called (in English, An analytical approach) which has shown an overview of available

data and the cooperation with their owners. For instance, it mentioned the web portal -

(in English, Brussels Mobility Data), which contains

many publications and monitors various indicators, and the (RIE

in English, The Environmental Impact Report), which analyzes in-

depth the current situation and the impacts of the mobility plans on many sectors of the Region. Moreover, GM has displayed another subchapter called (in English, Learning from previous mobility plans), which has addressed the current situation of crucial mobility and transport developments. Further, it has shown the positive progress of the measures implemented in the Iris II Plan

the

previous plan. In addition, GM has also shared what needs to be improved in a new plan. For instance, it has been mentioned that the ambitions expressed in the previous plan and

capacities. Moreover, according to the evaluation carried out during the GM process, a Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms 69

Alcantara, M.N.P.A lack of ownership and adherence to the Iris II Plan has been emphasized, as well as a need for greater coherence and cross-functionality in the actions proposed (Bruxelles Mobilité, 2020b). Therefore, Figure 43 recaps the GM analyses from SUMP Cycle Phase 1, where eight activities have been covered, one partially covered, and another has remained unclear.

Figure 43. Overview of Brussels

Phase 1 analyses. Source: Author

Although the plan has presented an outstanding outline of the current mobility situation which even has addressed some gaps that need to be fulfilled

concluding the

milestone of the first phase, it lacks more details related to their planned timeline and its real application to the plan development. In addition, for the following plans, it is necessary to clarify the preliminary evaluations related to human and financial resources to avoid compromising the success of the plan s development. 4.2.2. Phase 2 | Strategy Development GM has shown details of its strategy process in the

(in

English, The Strategic component). Therefore, the steps from the SUMP cycle Phase 2 (Strategy Development) have been explored in the analyses below.

70 Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms

Alcantara, M.N.P.A Step 4 build and jointly assess scenarios: GM has not clearly presented information about this Step, similar to STEP UMP. Even though Steps 5 and 6 have shown other strategic components in detail

as will be further explored

GM did not display the future

possibilities that may have been discussed through their forums, workshops, and meetings with actors, citizens, and stakeholders. Although the citizens ideas have been shared in the document, they were not scenarios but measures and actions. Nevertheless, it does not imply that this Step did not occur through its planning process, but rather that its alternative scenarios might not have been published in the GM since some of them have not been chosen for it. Step 5

develop vision and strategy with stakeholders: GM has adopted two types of

visions. The first one

the City Vision

has been aligned with the ambitions of PRDD.

Moreover, it has presented seven dimensions, which could be considered the main objectives, represented by one word each: green, social, pleasant, healthy, performant, safe, and efficient. They have shared their specific objectives and covered key problems to which mobility policies must respond. Furthermore, the second one Vision

the Mobility

offers a cross-cutting vision that responds coherently to the challenges identified

in the City Vision. In addition, it has been based on six ambitions: i. (in English, Influencing the overall travel demand); ii. (in English, Reduce the use of the private cars); iii.

(in English, Strengthen mobility services); iv. (in English, Guarantee well-structured

and efficient transport networks); v.

stribution urbaine, une

(in English, Support urban distribution initiatives, a reality to be highlighted); vi. (in English, Align the parking policy with the Region's mobility vision). As can be seen, GM has clearly shown its vision and objectives for all transport modes and mobility elements. In addition, it has been emphasized that GM has resulted from the mobilization of a vast number of actors

around 400 people

public or private, who

have given their opinion, contributed, and co-developed (Bruxelles Mobilité, 2020b). Thus, there was a transparent, participatory approach with citizens and stakeholders throughout the entire process and has exemplified one of the forums which discussed the Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms 71

Alcantara, M.N.P.A vision development, and consequently, has emphasized the political value of GM and also sion as recommended by the SUMP guidelines. Step 6 set targets and indicators: GM has presented a series of English primary indicators

grouped into five main categories: i. e taux de motorisation

et les comportements de mobilité (in English, Motorization rate and mobility behavior); ii. es principales mesures de fréquentation et de flux (in English, The main measures of attendance and flow); iii. a sécurité routière (in English, Road safety); iv. La perception de la mobilité et de la sécurité routière (in English, The perception of mobility and road safety); and v. Les indicateurs environnementaux (in English, The Environmental indicators). Furthermore, these indicators have been presented in tables with description, reference value, target/desired evolution, available subpopulations, and sources

Table

6 exemplifies this. Hence, the described indicators in their vast majority have considered the existing data sources and proposed SMART targets, as suggested by the SUMP guidelines. However, some indicators cannot yet be measured, and GM has also explained that it is either because the data will soon be available, or because the data still needs to be gathered, or because the indicator development on the existing database still needs to be created with other administrations. Hence, in these cases, the tables do not include a reference value but exhibit that the indicator will be available in the coming months; for example, the first indicator in Table 6.

72 Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms

Alcantara, M.N.P.A Table 6.

ndicators and targets of the perception of mobility and road safety (originally in French, as la perception de la mobilité et de la sécurité routière). Source: Bruxelles Mobilité (2020b)

In a nutshell, Figure 44 summarizes the GM analyses from SUMP Cycle Phase 2, in which, from the six activities in total, three have been covered, one has been considered partially covered, and two others have remained unclear. Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms 73

Alcantara, M.N.P.A

Figure 44. Overview of Brussels

Phase 2 analyses. Source: Author

Although GM has shown the visions, objectives, indicators, and targets skillfully, concluding the second phase milestone

reaching the middle of the SUMP cycle

this

unclearness regarding different scenarios and their discussions with citizens and stakeholders could be clarified for the following plans since they help improve mobility comprehension in the city and discuss possible futures. 4.2.3. Phase 3 | Measure Planning GM has presented its measuring plan as part of

(in English,

The Strategic component), in the subchapter called

(in English,

The Action Programs), and along with

(in English, The conditions for success), (in English, Action Plan). Thus, the steps from the

SUMP cycle Phase 3 (Measure Planning) have been presented in the analyses beneath. Step 7

select measure packages with stakeholders: GM has mentioned that throughout (in English, The Emergence Phase), cross-analysis of workshops,

bilateral meetings, sectoral strategies in loco, benchmarking, and visions have been formulated by actors, citizens, and stakeholders. As a result, a cross-cutting action plan has been presented, and it is articulated around six major themes (Figure 45), the corresponding to the measure packages supported by the SUMP guidelines. In addition, it reinforces the necessity for more holistic approaches to overcoming current and future mobility challenges since it involves the simultaneous implementation of all the focuses to obtain the expected results. Moreover, GM stated that: indépendamment les uns des autres et les mesures choisies ainsi que leurs effets attendus ne sont pas à considérer de façon sectorielle et cumulative, mais bien de façon globale et en 74 Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms

Alcantara, M.N.P.A [in English, the focuses do not exist independently of each other and the measures chosen as well as their expected effects are not to be considered in a sectoral and cumulative way, but rather in a global way and in interaction] (Bruxelles Mobilité, 2020b, p. 113).

Figure 45.

Source: Bruxelles Mobilité (2020b)

Furthermore, the six focus themes have been presented, putting the user in the core and integrating all transport modes with land-use and other urban sectors, following the SUMP guidelines. In addition, GM has also presented a monitoring and evaluation methodology, according to an ordinance from 2013. For instance, evaluations should be carried out every 30 months to identify the corrective actions to remedy any shortcomings and weaknesses noted. Moreover, monitoring the plan s implementation is the subject of a brief annual report, including dashboards. Hence, the programmatic and budgetary adaptations decided to allow the implementation of the actions should be highlighted there, as well as the blocking points of the actions insufficiently carried out. Step 8

agree actions and responsibilities: GM has described in detail, all actions

throughout

(in English, Action Plan), which has been divided into

the six focus themes. Moreover, each action has presented the same structure; where

Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms 75

Alcantara, M.N.P.A each factsheet presents: the ambition; the broken-down action into concrete measures; the responsible and partners; the indicators and respective targets; and the resources, which include budgetary, human, regulatory, and technical ones. For instance, Figure 46 is a factsheet from GM.

Figure 46. Factsheet B.6 (in English, Pursue the development of the structuring public transport network). Source: Bruxelles Mobilité (2020b)

Furthermore, it is essential to mention that these detailing factsheets were the results of many meetings and workshops throughout

(in English, The

76 Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms

Alcantara, M.N.P.A Convergence Phase) to guarantee their operability areas

especially in the cross-cutting

and also provide transparency around the planned actions, which also contributes

to assuring political and public support, as suggested by the SUMP guidelines. Step 9 prepare for adoption and financing: GM has allocated budget information in each action, apart from also presenting a chapter dedicated to budgetary information, which is called

(in English, Budgetary

and human resources reflecting the ambitions). This chapter has explained some technical information regarding budgetary reallocations and funding sources. In addition, it has also shared the main budgets regarding the settlements from 2017. Further, to conclude this Step and ensure t

the (in English, The Public Inquiry) about the draft document that

happened for four months in 2019. Moreover, an extensive communication system has been organized with presentations, press articles, poster campaigns, social media, temporary exhibitions, and emblematic events. In the end, there were a total of 40 meetings, including 22 at the core of the municipalities, which enabled participants to discuss the draft plan directly. Thence, the last activity has also been successful, and Figure 47 compiles the GM analyses from SUMP Cycle Phase 3, where all activities have been covered.

Figure 47. Overview of Brussels

Phase 3 analyses. Source: Author

Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms 77

Alcantara, M.N.P.A Thus, by finishing Step 9, GM has achieved the third and most important milestone

the

with an outstanding performance. If Brussels manages to implement the majority of the measures proposed by GM, it would genuinely change the mobility behavior patterns in the city. 4.2.4. Phase 4 | Implementation & Monitoring GM has presented implementation and monitoring processes throughout the document, especially in

(in English, General Part), on the subchapters , presenting some previous achievements, and also in the

stratégique, where it shared some management and monitoring strategies for implementation. Therefore, the three steps from the SUMP cycle Phase 4, Implementation & Monitoring, have been explored in the analyses below. Step 10

manage implementation: GM has stated in the subchapter (in English, The conditions for success) the need for cooperation between the

municipalities to implement the proposed measures. In addition, it has also mentioned some contractual desires and addresses some partnership challenges, such as local and regional actors involvement in redeveloping public spaces. Moreover, GM has pointed out that some actions require implementing coordination with federal entities or other regions. Hence, to ensure this coordination, achieve concrete results, and guarantee the monitoring of long-term actions, a desire has been expressed to establish a Conseil Métropolitain de la Mobilité (CMM

in English, Metropolitan Mobility Council) to tackle

and manage many actions in broader scales. Additionally, GM s actions have been set out in the management contracts and investment plans of public operators, as well as in the operational and budgetary programs of the public bodies and partners. Furthermore, public tenders management is under the supervision of the Region, and they are following the regional mobility plan (GM), i.e., STIB, parking management, and Brussel

Port contracts. Thus, it could be seen that GB has

presented much important information regarding the implementation management and the procurement processes, as recommended by the SUMP guidelines. Step 11 monitor, adapt and communicate: GM has mentioned that based on monitoring dashboards, Bruxelles Mobilité draws the attention of political decision-makers to the

78 Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms

Alcantara, M.N.P.A desirable adaptations of the operational and budgetary programs concerned to ensure the

indicators for each action makes it possible to assess their implementation in terms of resources and achievements. Hence, the monitoring phase is the subject of a brief annual report, where the programmatic and budgetary adaptations decided to allow the execution of the actions are highlighted there, as well as the blocking points of the actions insufficiently carried out (Bruxelles Mobilité, 2020b). Although GM has shown to be aligned with the SUMP guidelines in terms of monitoring progress and informing the achieved results through an annual report, it has not mentioned how it intends to engage citizens and stakeholders along this process. Hence, it should be something to consider to be added since it can increase the ownership and ensure public support, consequently

Step 12

review and learn lessons: GM, aligned with the SUMP guidelines, has presented

the results and lessons learned from the previous plans in the introduction part, as has already been mentioned in the analysis of Step 3. This Step is crucial to identify the strengths and weaknesses of the previous plans in order to address new challenges and solutions. Thus, it is also expected that for the following plan, Brussels will keep analyzing its successes and failures as it successfully has done for GM, sharing the outcomes and, most importantly, the lessons acquired from what did not happen as expected. By doing this, it will be possible to have an overall impact on the implemented measures and explore new challenges and solutions for the region. Hence, Figure 48 displays the summary of the GM analyses from SUMP Cycle Phase 4, in which almost all activities have been covered (six in total), and only one activity has been partially covered. n of the SUMP cycle with the fourth and last milestone

measure implementation evaluated

and the establishment of a

new cycle. Thus, it is well known that Brussels has followed many SUMP guidelines to create its current plan. However, it is time to put into practice and hopefully detach the association of being the

(in English, capital of immobility) from its

image.

Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms 79

Alcantara, M.N.P.A

Figure 48. Overview of Brussels

Phase 4 analyses. Source: Author

4.2.5. Principles of SUMP Subsequently, the online SUMP Self-Assessment Tool has been used to boost the analyses strategic mobility document is achieving the SUMP Principles

previously defined in Figure 3. Therefore, the overview results have been

shown in Figure 49, and the full version is available in Appendix D, containing the responses the author filled in the online questionnaire.

Figure 49. Brussels GM Results - Principles of SUMP. Source: Author based on the SUMP SAT Results

80 Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms

Alcantara, M.N.P.A Hence, the SUMP SAT results displayed an outstanding performance

mobility

planning process, where most of the SUMP principles have percentages above 80%. For instance, the lowest rate has been related to the 2nd principle, in

that is associated with horizontal, vertical, and territorial

integration between public and private sectors to ensure consistency and cross-cutting implementation of planning policies

which requires considerable coordination

betwe other Belgium regions. Further, the 4th principle, which is related to the comprehensive analysis of the current mobility situation in order to propose future conditions

has received the highest score, similar to STEP

following most of the SUMP guidelines, which the SUMP 12 Steps analyses have already

4.3. Budapest | BMT | Budapesti Mobilitási Terv 2030 The Budapest Mobility Plan 2030 (BMT), approved by the municipality in 2019, is connected with Budapest 2030 Long-term Urban Development Concept (VFK) adopted in 2014. Therefore, BMT aims to foster an integrated development between I. the city and the region; ii. the urban and transport planning; and iii. the transport modes. For this reason, BMT has been based on the future vision of VFK, which has the overall transport goal: transport system of Budapest should improve the competitiveness of Budapest and its region and contribute to the realization of a sustainable, livable, attractive, and healthy urban (BKK Budapesti Közlekedési Központ, 2019a, p. 22). Furthermore, BMT has been divided into two volumes. The first volume is related to the strategic level. Thus, it has been structured by an introduction part subdivided into two, for instance, a. pillars of the Budapest mobility plan; b. objectives of the Budapest mobility plan. Further, it has displayed four chapters: i. improving connections; ii. Attractive vehicles; iii. better services; iv. efficient governance. Moreover, at the end of Volume I, the last part is the overview of measures (BKK Budapesti Közlekedési Központ, 2019a). On the other hand, the second volume is linked with the project level. Therefore, it has been split into four main parts: i. introduction; ii. Methodology for the elaboration of the Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms 81

Alcantara, M.N.P.A transport development and investment program; iii. transport development and investment program 2019-2030; iv. realization of the transport development and investment program (BKK Budapesti Közlekedési Központ, 2019b). Hence, BMT has considered different scenarios and has also consider social, economic, and environmental impacts throughout its measures. In a nutshell, BMT guidelines are well systematized and cover many indispensable topics for Budapest s urban development. For instance, the document has followed many of the SUMP 12 Steps to a certain extent (Figure 50); however, the activities associated with the participatory process have not been clearly displayed. Further detailed results have been presented in the following subsections, indicating the 32 SUMP Activities that have been covered (16), partially covered (10), and also specifying the ones that are unclear (6).

Figure 50. Overview of Budapest

s 12 Steps SUMP analyses. Source: Author

4.3.1. Phase 1 | Preparation & Analysis BMT has presented its development process through the document and has shown details in the introduction part of Volume I. Thus, the three steps from the SUMP cycle Phase 1 (Preparation and Analysis) have been scrutinized in the analyses below.

82 Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms

Alcantara, M.N.P.A Step 1 - set up working structures: BMT has been managed by BKK, the public authority responsible for all transport activities. In addition, BMT has mentioned that the Balázs Mór Committee (BMB)

a regular expert consulting forum

has been established for the

ntire planning process. For instance, BMB has been constituted by many transport

Innovation and Technology, Centre of Key Government Investments, Municipality of Pest County, Budapest Közút Zrt. (Road Manager), BKV Zrt., National Infrastructure Development, MÁV Zrt., MÁV-HÉV Zrt., MÁV-START Zrt., Budapest and Pest County (BKK Budapesti Közlekedési Központ, 2019a, p. 3-4). However, it

departments or if it has only integrated transport bodies. In addition, BMT pointed out that public participation and institutional consultation through a survey have strategic goals and cited the creation of BMB, which secure stakeholder involvement;

development, which could further compromise the legitimacy and quality of the plan. Furthermore, although BMT has shown financial resources for running the planning process and implementing measures, the evaluation of the human resources has not been clearly displayed. Thus, the lack of information regarding these topics could harm the

Step 2

determine planning framework: BMT has stated to be based on the SUMP

guidelines, and it has defined its geographic sphere by focusing on Budapest and also integrating measures that go beyond the city scale, for instance, the regional level. In addition, BMT has also associated with many other planning processes, such as: the Development Co

(VFK), the (OFTK); the Pest County Regional Development Concep (PMTFK); ; the National Railway

Development Concept (OVK); the National Environmental Protection Programme (NKP); the

(BTFK); the

Development Concept (BTFK); the

Budapest Territorial (FKP); the

(TSZT); the Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms 83

Alcantara, M.N.P.A Bu

(ITS); the

(TFP); the Budapest Danube Area

Utilisation Concept ; the Budapest Tomorrow and the Day after Tomorrow (The Cultural Capital of the Danube); the

apest Track-based Vehicle Strategy 2013 2027 the The

regional development concepts of Budapest and Pest County . Thus, Budapest has reinforced the integrated approach in which transport measures should not be implemented secluded but rather in a consistent, comprehensive framework (BKK Budapesti Közlekedési Központ, 2019a). Furthermore, BMT has briefly shown its progress in strategic planning since 2001 and pointed out the updates and paradigm changes the plans have been following. However, it has not clearly presented the timeline and work plan, including, for instance, the actors roles in the BMT development process. Thus, it has not presented when the process of updating the BMT precisely started, nor the details behind its development, i.e., the phases established and followed (if followed), when the event and meetings happened, among other details. As a result of this lack of information, the reliability and transparency of the planning process have been compromised. Step 3

analyze mobility situation: BMT has shown a subchapter in Volume I called

Analysis of the current situation which has presented a theoretical and historical overview of the mobility situation, where it explains the evolution of transport planning, that did not has the focus on the travelers but purely on operational characteristics, which has increased the road infrastructure, decreased the tram lines, created pedestrian underpasses in the city center of Budapest. However, this obsolete paradigm has started slowly changing, as the Western European tendencies. Then, pedestrian zones started appearing around the city, along with cycling infrastructure and PT prioritization, consequently moving toward a new paradigm. However, the crucial part of the analysis is presented in subchapter

where it shows a problem

tree diagram (Figure 51 shows half of it as an example) highlighting the problems which have been identified in four main categories: maintenance, network, traffic, and regulation. In a nutshell, BMT has presented fragmentation and lack of cooperation which have been considered the most prevalent causes (BKK Budapesti Közlekedési Központ, 2019a).

84 Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms

Alcantara, M.N.P.A

Figure 51. Part of BMT problem tree. Source: BKK Budapesti Közlekedési Központ (2019a)

Hence, Figure 52 outlines the BMT analyses from SUMP Cycle Phase 1, where four activities have been covered, three others have been partially covered, and another three have remained unclear.

Figure 52. Overview of Budapest BMT s Phase 1 analyses. Source: Author

Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms 85

Alcantara, M.N.P.A Although the plan has presented an analysis of the current mobility situation

which even

has included the challenges and some possible solutions to filling the gaps

concluding

the milestone of the first phase, it lacks more details related to its planning process development. Hence, for the following plan updates, it should address these topics better

4.3.2. Phase 2 | Strategy Development BMT has presented its strategy process in Volume I and II, throughout many chapters and subchapters inside the documents. Hence, the steps from the SUMP cycle Phase 2 (Strategy Development) have been investigated in the analyses beneath. Step 4

build and jointly assess scenarios: has deeply explored different scenarios in

Volume II. Therefore, a complex evaluation and program methodology based on the SUMP guidelines has been done, considering social, economic, and environmental impacts. In addition, due to the uncertainty of available funding, three scenarios have been outlined established on three different budgets, i.e., low: 300 billion HUF; medium: 600 billion HUF; and full: 950 billion HUF. Moreover, the scenario has also taken into consideration the three defined phases, for instance: Phase 1 (short term): 2021-2025; Phase 2 (medium-term) 2026-2030; Phase 3 (long-term developments) post-2030 times. Furthermore, Figure 53 compares the scenarios based on the number of projects along with Phase I and II and their complex score (BKK Budapesti Közlekedési Központ, 2019b). Additionally, all the calculations behind the complex score and other specifics related to the investment program are available in Volume II of the BMT for public consultation. Hence, deriving from those possible scenarios, the Budapest General Assembly has chosen the most applicable one demanding a low budget based on the Cost-Benefit Analysis (CBA) solid results (BKK Budapesti Közlekedési Központ, 2019a). In addition, the SUMP guidelines mention that to foster extensive ownership and approval of the objectives and measures, it is essential to discuss the scenarios with citizens and stakeholders. Although BMT has extensively addressed many details related to the possible scenarios, and it has also cited that at the main milestones, workshops have been held for stakeholders, on the other hand, it has not been clear how the proposed scenarios have been discussed with citizens. For instance, the document briefly mentioned that BMT had been done based on the decisions of the Budapest Public Development Council and 86 Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms

Alcantara, M.N.P.A the feedback received during the social consultation process. However, it does not explain how it happened or at which stage it has been considered; it has just mentioned that the SEA (Strategic Environmental Assessment) process guarantees the social comments.

Figure 53. BMT Comparison of the three scenarios, low, medium, and full budget, into two phases. Source: BKK Budapesti Közlekedési Központ (2019b)

Step 5

develop vision and strategy with stakeholders: BMT has adopted a future vision

from the VFK:

livable and attractive city, esteemed member of the European

city network as an innovative economic and cultural center for the country and the (BKK Budapesti Közlekedési Központ, 2019a, p. 23). In addition, it has Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms 87

Alcantara, M.N.P.A presented an overall mobility goal that branch into three strategic goals (Figure 54): i. livable urban environment; ii. safe, reliable, and integrated transport; iii. cooperative regional relations. Therefore, BMT stated that achieving these three goals consequently, the so much desired integration from SUMPing

and

will cease the unilaterally

sectoral, sub-sectoral, and transport-based paradigm likewise the limited approach of the Moreover, BMT has stablished four intervention areas infrastructure, vehicles, services and the institutional system

which connects the

transport development framework to the strategic objectives envisioning a holistic approach.

Figure 54. Source: BKK Budapesti Közlekedési Központ (2019a)

Hence, BMT clearly has shared its vision and objectives, considering all transport modes and mobility components. However, the participatory approach

mentioned many times

as stated in the 4th Step, has 88 Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms

Alcantara, M.N.P.A not been shared much information regarding its proper process. Under those circumstances, the lack of transparency could weaken the local community identity instead of enhancing it, as has been acclaimed by the SUMP guidelines. Step 6

set targets and indicators: BMT has not defined strategic indicators and

measurable targets for its objectives. Although Volume I, through chapters 1 to 4, has defined specific objects and described their measures related to the four intervention areas, it did not address any strategic indicators or measurable targets. However, the previous plan from 2015 version

is very similar to Volume I of the most recent version, which is the one analyzed

for this thesis. Although, curiously, the previous version has presented some extra information that has been taken away from 2019. For instance, it has displayed four major strategic indicators and measurable targets associated with the main intervention areas, and those indicators and targets are not displayed anymore in the most recent version, apart from the modal split. In addition, the BMT from 2014 at the end of the plan in a chapter called C. Evaluation , in the subchapter C.2 Summary of the ex-ante evaluation which both sections do not exist anymore in the 2019 version

has even mentioned this

lack of indicators: In its current form, the BMT determines indicators only for the intervention areas. According to the author of the ex-ante evaluation, defining good indicators for the complex goals is an important and urgent practical task and such indicators are definitely required. The completion and the spirit of the BMT represent a major progress in strategic transport planning for Budapest, yet it will have a real impact only if the approach and the consequential principles will be applied in the subsequent phases of programming, too. The projects will also be implemented in that spirit instead of building false strategic ideologies around definite project ideas. (BKK Budapesti Közlekedési Központ, 2015, p. 105)

However, after four years, instead of adding the missing strategic indicators and targets to the updated version, it took away the few that existed before. In summary, Figure 55 recaps the BMT analyses from SUMP Cycle Phase 2, in which, from the six activities in total, two have been covered, another two have been considered partially covered, and two others have remained unclear. Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms 89

Alcantara, M.N.P.A

Figure 55. Overview of Budapest BMT s Phase 2 analyses. Source: Author

Hence, BMT has deeply explored its possible scenarios and presented its vision and objectives, concluding the second phase milestone

reaching the middle of the SUMP

cycle. However, the lack of strategic indicators and targets could jeopardize the monitoring process (Phase 4), In addition to possibly contributing to the failure of the implementation plan since it is unclear how much the BMT expects to achieve in the horizon of 2030 strategically. Thus, this issue should be addressed as soon as possible for the following plan updates. 4.3.3. Phase 3 | Measure Planning BMT has shown its measuring plan throughout both Volumes of its plan, where in Volume I it has presented in a strategic way while in Volume II it has addressed more details. Thus, the steps from the SUMP cycle Phase 3 (Measuring Planning) have been exhibited in the analyses below. Step 7 select measure packages with stakeholders: BMT has shown its strategic measures through chapters 1 to 4 of Volume I, where they have been classified according to the four main intervention areas (Figure 54). Although it has not presented strategic indicators and targets

as already discussed in Step 6

at the end of Volume I, BMT has displayed an

overview list of measures. Further, in Volume II, these previous measures have been revised in the list of possible projects, which has been displayed as the

(part of

this list has been illustrated in Figure 56), and it presents all the intervention ideas linked to achieving BMT s goals. In addition, this list has been created based on discussions between government representatives Zrt., Budapest Közút Zrt.

Municipality of Budapest Capital, BKK Zrt., BKV

and different partner organizations, such as ministries, the

90 Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms

Alcantara, M.N.P.A Prime Minister s Office, KKBK Nonprofit Zrt., NIF Zrt., companies of the MÁV group (BKK Budapesti Közlekedési Központ, 2019b).

Figure 56. BMT

BKK Budapesti Közlekedési Központ (2019b).

Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms 91

Alcantara, M.N.P.A After a complex evaluation, the projects have been ranked, preliminary selected, and further packed into different levels through the assessment, considering the integration of transport modes, the different phases, and budgets. Although BMT has explained indepth all these processes, in the end, a set of indicators for all measure packages suggested by the SUMP guidelines

have not been presented. Under those

circumstances, the monitoring and evaluation of these group projects could be compromised since it is difficult to monitor their implementation development without indicators and targets. Step 8

agree actions and responsibilities: BMT has presented an action plan through

chapter 4 of Volume II, where it has been aligned with the timeline and phases of the investment program. In addition, it has presented the cost and financing plan and risk management plan, although in a broad perspective. BMT has previously explored the investment cost of each project

all actions into individual factsheets. Nevertheless, on the Hungarian version, there is a Volume III called

(in English, Project data sheets) that presents all

projects with many more details, such as the organization responsible for implementation, the time required, investment costs, and even indicators and targets, among others (BKK Budapesti Közlekedési Központ, 2019c). Furthermore, to guarantee broad political and public support, the SUMP guidelines have highlighted the importance of involving and receiving feedback from citizens and stakeholders. Although it has been mentioned in many parts of BMT that stakeholders have actively been part of the process, the citizens participation has not been addressed at this stage, or at least it has not been clearly mentioned, which could compromise the adoption and effective implementation of the proposed actions. Step 9

prepare for adoption and financing: as discussed in the previous steps, BMT has

created a detailed investment program that includes many important topics to allow a great selection of measures. Although the plan has presented many calculations regarding the costs and risks of the measures extent

which ensure their financial viability to a certain

the financing plan has not been yet detailed. Hence, there is a lack of information

92 Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms

Alcantara, M.N.P.A regarding the exact funding (the three budgetary scenarios that have been developed reinforce this uncertainty) and financing sources.

addressing the participatory approach from the citizens and stakeholders to guarantee the high quality of the documents and public support. Hence, it has been expected that

the planning process has not been clearly defined nor detailed in the Volumes. It is known about its existence via SEA, but it has not been presented the process behind it, for instance, how the population gave feedback and how that feedback has impacted in last changes before the BMT

summary, Figure 57 recaps the BMT analyses from

SUMP Cycle Phase 3, where five activities have been covered, another three have been partially covered, and another one has remained unclear.

Figure 57. Overview of Budapest BMT

ource: Author

Hence, by concluding Step 9, BMT has achieved the third and most important milestone although the measure and monitoring evaluation and the public support might be compromised, which needs to be contemplated for the next BMT update to be able to follow and foster the mobility behavior changes genuinely.

Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms 93

Alcantara, M.N.P.A 4.3.4. Phase 4 | Implementation & Monitoring BMT has shown part of its implementation and monitoring process in Volume I, presenting some previous achievements, and also in a document only available in Hungarian, called Balázs Mór-tervhez kapcsolódó programozási, illetve hatáselemzési és értékelési módszertan (in English, Development of impact analysis and evaluation methodology program related to the Balázs Mór plan

a BMT monitoring and evaluation handbook),

where it shared some management and monitoring strategies for implementation. Therefore, the three steps from the SUMP cycle Phase 4, Implementation & Monitoring, have been explored in the analyses beneath. (BKK Budapesti Közlekedési Központ, 2016) Step 10

manage implementation: Coordination among all parties is an issue behind

Budapest policies, which had been identified as a critical problem and clearly exemplified

decisions without prior consultation, and further intensely criticized (BKK Budapesti Közlekedési Központ, 2019a). In addition, BMT has also mentioned the desire to change this scenario to be able to solve the mobility challenges truly: The most typical common root causes of the identified key problems are the fragmentation and lack of cooperation, which may be resolved by applying an integrated approach. Subsectoral integration and a joint regional approach to transport and other sectoral policies are indispensable for defining the appropriate directions for transport development and for managing the identified problems. A fundamental and priority task is to eliminate the lack of coordination and to introduce cooperation, which is in harmony with the principles of advanced mobility planning and the requirements stemming from international experience and the need for an integrated urban approach. In addition, an integrated review of maintenance, operation and development is required for the optimal use of funds for the operation of the transport system with a predictable financing background. (BKK Budapesti Közlekedési Központ, 2019a, p. 4)

Hence, although BMT has addressed the organizations in charge of implementing the measures, as discussed in the previous steps, it needs to improve its coordination between actors and stakeholders to ensure a transparent and integrated implementation process to further succeed with it. Hence, Volume I has addressed through chapter 4 94 Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms

Alcantara, M.N.P.A objectives and measures to overcome this current fragmented scenario. For instance,

among others. Additionally, BMT has mentioned in Volume II the need for establishing a common procurement organization at the regional level to boost integration and effective implementation of actions. Thus, BMT has been aligned with the SUMP guidelines recommendations to try to decrease social and environmental impacts from decisionmaking. Step 11

monitor, adapt and communicate: As previously mentioned, BMT has not

presented strategic indicators and targets for its objectives, although it has presented the factsheets for its actions which contained specific indicators and targets for most of them. In addition, the author has expanded the research and found the only available in Hungarian

mentioned in Volume II. Hence, this

handbook was made by a consultancy firm contracted by BKK to develop it, which also includes the specific indicators for the BMT projects (they are different from the strategic ones mentioned in the previous steps to be missing

those remains missing). Therefore,

the monitoring progress and adaptation of the plan could be made based on this document which has displayed a methodological framework for evaluation that, apart from having defined the specific indicators, has also included feasibility and social assessment, among other essential tasks. However, it has not presented much information to enhance the communication and engages citizens and stakeholders along the monitoring process, as envisioned by the SUMP guidelines. Although the handbook has just mentioned that, at the most important milestones, it needs to inform and involve citizens and stakeholders in the process, it has not explained how this communication and engagement could happen at this stage. Hence, it should be something to consider since it can enhance ownership and guarantee public support, consequently contributing to . Step 12 review and learn lessons: BMT has shared some results and lessons learned from the previously implemented plans through both volumes; as has already been mentioned in the previous steps, for instance, the problem tree (Figure 51) has summarized many identified problems Budapest is facing. Moreover, BMT has presented in Volume II a so Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms 95

Alcantara, M.N.P.A addressed some reflections on the current planning and possible adaptations that should be taken into consideration for the next planning round. Therefore, Figure 58 presents the summary of the BMT analyses from SUMP Cycle Phase 4, in which most activities have been covered (five in total), and only two have been partially covered.

Figure 58.

urce: Author

In summary, this last Step points out the end of the SUMP cycle with the fourth and last milestone

measure implementation evaluated

and establishes the start of a new

cycle. For this reason, it is recognized that Budapest has followed many SUMP guidelines to create its current plan. Thence, it is the occasion to put it into reality and improve the mobility patterns toward a new paradigm. 4.3.5. Principles of SUMP Afterward, the online SUMP Self-Assessment Tool was used to augment the analyses and evaluate to what extent Budapest s strategic mobility document is reaching the SUMP Principles

previously defined in Figure 3. Thus, the summary results have been shown in

Figure 59, and the full version is available in Appendix E, including the responses the author filled in the online questionnaire.

96 Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms

Alcantara, M.N.P.A

Figure 59. Budapest BMT Results - Principles of SUMP. Source: Author based on the SUMP SAT Results

Therefore, the overall SUMP SAT results present a good mobility planning process since most of the SUMP principles have achieved percentages above 75%. However, the lowest rate has been associated with the 3 rd principle, related to the participatory approach, which should happen from the beginning of the SUMP cycle until the end. Hence, according to the SUMP guidelines, this principle is essential for people to feel ownership of the SUMP and the policies it flourishes. Failing to involve citizens

which is the primary reason behind this

low percentage, since BMT has not displayed in a clear way how this engagement has been happening

and stakeholders along the process could harm the long-term success of the

SUMPing since public support might be compromised. Further, the 4 th principle, which is related to the comprehensive analysis of the current mobility situation in order to propose future conditions

has received the highest

corroborate and outline the success and failures of following the SUMP guidelines, which

analyses session.

Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms 97

Alcantara, M.N.P.A

4.4. Rome | PUMS | Piano Urbano della Mobilità Sostenibile di Roma Capitale The Piano Urbano della Mobilità Sostenibile di Roma Capitale (PUMS), approved by the municipality in 2019, is aligned with the vision of

(PRG

English, the General Master Plan), which PUMS is connected to it. In addition, PUMS has a medium-long term horizon (10 years), which has developed an urban mobility system vision, proposing the achievement of environmental, social, and economic sustainability objectives through the definition of actions aimed at improving the effectiveness and efficiency of the mobility system and its integration with the urban and territorial structure and developments (Roma Servizi per la Mobilità, 2019a). Furthermore, PUMS has been divided into two volumes. The first volume is related to the assessment and the objectives. Thus, it has been structured with an introduction, followed by an explanation of the planning development, including the participatory process. Further, the volume is subdivided in two chapter, 1. Quadro Conoscitivo (in English, Assessment Board), is dedicated to in-depth analyses, followed by 2. Definizione degli obiettivi by their target and indicators (Roma Servizi per la Mobilità, 2019a). On the other hand, the second volume is linked with the strategies, actions, scenarios, monitoring, and evaluation. Therefore, it has been split into six main chapters following the sequence of the previous chapter: 3. Strategie (in English, Strategy); 4. Costruzione degli scenari (in English, Building Scenarios); 5. trategie e Azioni negli scenari di riferimento e di piano (in English, Strategies, and Actions in the reference and plan scenarios); 6. Simulazione e valutazione degli scenari (in English, Simulation and evaluation of scenarios); 7. Monitoraggio e valutazione ex post del piano (in English, Monitoring and ex-post evaluation of the plan); 8. Conclusioni (in English, Conclusions) in addition, at the end of the plan, it identifies the workgroup in the appendix (Roma Servizi per la Mobilità, 2019b). Hence, PUMS has addressed many integrated approaches, breaking the traditional planning structure. In a nutshell, PUMS guidelines are well organized and comprise many indispensable fields document has pursued most of the SUMP 12 Steps to a certain extent (Figure 60); however, the activities associated with a clear 98 Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms

Alcantara, M.N.P.A definition of the time frame and priorities have not been displayed. Additional meticulous results have been presented in the next subsections, indicating the 32 SUMP Activities that have been covered (25), partially covered (5), and also specifying the ones that are unclear (2).

Figure 60.

4.4.1. Phase 1 | Preparation & Analysis PUMS has presented its development process throughout the document and shared the details right after the introduction

in part

(in English, Plan structuring and participation process). Hence, the steps from the SUMP cycle Phase 1 (Preparation and Analysis) have been explored in the analyses beneath. Step 1 - set up working structures: PUMS has been led by Direttore del Dipartimento Mobilità e Trasporti, the regional public mobility authority. Moreover, the plan has thrived on engaging citizens, stakeholders, regional and municipal representatives, public transport operators, experts, mobility professionals, and other department members. For instance, PUMS has addressed the citizens as the main actors, who, in (in English, the consultation phase), had already the opportunity to give Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms 99

Alcantara, M.N.P.A suggestions. Under those circumstances, it could be assumed that PUMS has ensured political and institutional ownership. In addition, PUMS has managed to have a clear picture of strengths, weaknesses, and possible future improvements

presented in part

opportunità e minacc

based

on its previous planning practices, the financial resources that were available for its plan development have not been clear. Thus, the lack of information could compromise the implementation of the plan. Step 2

determine planning framework: PUMS has defined its geographic scope by the

metropolitan area. Moreover, PUMS has also linked with other planning processes that go beyond the local and regional level, but it has also connected with national and transnational policies. Some of the plans mentioned were (PTRG

but are not limited to

the

in English, the General Regional Territorial

Plan); the

(PRMTL

English, Regional Mobility, Transport, and Logistics Plan); the (PTGP

in English, the General Provincial Territorial Plan), among many others.

Thus, Rome has underwired PUMS and the other plans by linking them and emphasizing the holistic mobility approach. On the other hand, PUMS has not clearly shown its

instance, whether the established phases have been followed or if delays happened. As a result, the reliability and transparency of the planning process could have been compromised. Step 3

analyze mobility situation: PUMS has shown through Volume I, in chapter 1.

Quadro Conoscitiv

(in English, Assessment Board), which has presented a theoretical

framework of the mobility situation, mentioning the urban sprawl that has affected Rome in the past two decades, and the consequences brought in the mobility field. In a nutshell, it has explored a variety of data, including critics, such as the (in)accessibility, the congestion of the road network, the critical PT saturation, accidents, and environmental impacts. Hence, Figure 61 outlines the PUMS analyses from SUMP Cycle Phase 1, where seven activities have been covered, two others have been partially covered, and another one has remained unclear.

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Figure 61. Overview of Rome

Although PUMS has presented an outstanding outline of the current mobility situation assessment

which even has addressed critical points

concluding the milestone of the

first phase, it lacks more details related to their planned timeline and its application to the plan development. In addition, for the following plans, it is necessary to clarify the preliminary evaluations related to human and financial resources to avoid compromising the success of the pl 4.4.2. Phase 2 | Strategy Development PUMS has presented its strategy process at the end of Volume I and the beginning of Volume II throughout many chapters and subchapters inside both documents. Hence, the steps from the SUMP cycle Phase 2 (Strategy Development) have been investigated in the analyses below. Step 4

build and jointly assess scenarios: PUMS has deeply explored different scenarios

in Volume II

which has been the best-case study exploring this step. It has clearly defined

its scenarios: i. Scenario di Piano PUMS (SP

in English, SUMP Scenario): consists of specific actions

and interventions to be implemented within 10 years from the approval of the Plan

Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms 101

Alcantara, M.N.P.A itself; the Plan scenario is compared with the Reference Scenario (SR), which includes the actions envisaged, regardless of the implementation of the SUMP interventions (Roma Servizi per la Mobilità, 2019b, p. 21) ii. Scenario di Riferimento (SR

in English, Reference Scenario): occurs due to the

natural demographic and urban evolution of the system and the effect on the transport system and the mobility of the interventions carried out by other specific plans (Roma Servizi per la Mobilità, 2019b, p. 21) iii. Scenario di Piano (SP

in English, Plan Scenario): constructed through a comparative

assessment of alternative scenarios, considering the priority interventions defined at the end of the first participatory path, also including the interventions already planned by the Administration and/or present in the plans adopted and approved by the same (Roma Servizi per la Mobilità, 2019b, p. 21) PUMS has also mentioned that SP provides a schedule of the interventions to be implemented in the short-term (5 years) and long-term (10 years), as well as estimated costs and possible financial coverage, highlighting the available resources in the municipality budget (Roma Servizi per la Mobilità, 2019b). Therefore, a complex evaluation and program methodology based on the SUMP guidelines has been done, considering many aspects, such as, social, economic, and environmental impacts. Step 5 develop vision and strategy with stakeholders: PUMS has defined its vision based on benefitting citizens, the economy, and society. Moreover, it has presented four main areas of interest, i.

(in English, Effectiveness

and efficiency of the mobility system);

(in English,

Energy and environmental sustainability)

(in English,

Road Safety)

(in English, Socio-economic sustainability),

which further has been subdivided into macro-objectives and specific objectives addressing all transport modes and mobility elements (Roma Servizi per la Mobilità, 2019a). Hence, the participatory approach through this step has been mentioned, reinforcing that it has been throughout the entire planning process, consequently

SUMP guidelines.

102 Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms

Alcantara, M.N.P.A Step 6

set targets and indicators: PUMS has presented strategic indicators, grouped

established on the four main areas of interest. Furthermore, these indicators have been shown in tables its macro-objective, indicator, measure unit, current situation, and targets based on different scenarios

Table 7 exemplifies this.

Table 7. Part of the PUMS strategic indicators. Source: Roma Servizi per la Mobilità (2019a)

In addition, the described indicators in their vast majority have considered the existing data sources, as suggested by the SUMP guidelines. In a nutshell, Figure 62 summarizes the PUMS analyses from SUMP Cycle Phase 2, in which all the six activities have been covered.

Figure 62.

Thus, by finishing Step 6, PUMS has achieved the second phase milestone middle of the SUMP cycle

reaching the

with an outstanding performance. If Rome implements most

of the strategies proposed by PUMS, it would genuinely change the current chaotic mobility patterns in the city. Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms 103

Alcantara, M.N.P.A 4.4.3. Phase 3 | Measure Planning PUMS has presented its measuring plan as part of Volume II through many different chapters. Thus, the steps from the SUMP cycle Phase 3 (Measure Planning) have been presented in the analyses beneath. Step 7

select measure packages with stakeholders: PUMS has mentioned that the

development of collective mobility is essential. In addition, PUMS has defined (in English, Universal Accessibility) as the unifying concept for its strategic vision (Figure 63 that has been exposed along the listening phase. Furthermore, PUMS aims to create conditions for full compliance

as broad as possible

toward the right to accessibility.

Figure 63. Universal Accessibility, the unifying concept of PUMS. Source: Roma Servizi per la Mobilità (2019b)

As a result, the measure packages supported by the SUMP guidelines have been based on themes presented in Figure 63, reinforcing the necessity for more integrated approaches, as supported by the SUMP guidelines, to overcome current and future mobility challenges. Step 8

agree actions and responsibilities: PUMS has described all actions throughout azioni del p

(in English, Environmental report annex

104 Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms

Alcantara, M.N.P.A 3 - SUMP actions). However, according to SUMP guidelines, some information has been missing in the

factsheets. For instance, information related to the implementation

risks has not been addressed there, their priority levels, or implementation periods. As a result, the lack of these data Step 9

prepare for adoption and financing: PUMS has dedicated two subchapters to

coverage). These chapters have shared estimation costs for each action separately, including a financial schedule, and listed many financing options for innovative measures.

consulted to express their opinions on the solutions proposed by PUMS in a series of organized meetings with the municipality and stakeholders. In addition, for those who could not participate in the meetings, a structured form was available to collect the improvements request, which could be delivered by email or by hand (always during the meetings), and the participatory process results from this stage have been presented in Figure 64.

Figure 64. Summary of participatory process

. Source: Roma Servizi per la Mobilità (2019a)

Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms 105

Alcantara, M.N.P.A After that, an analysis of the received requests was done, and the final version of the PUMS was presented. Thence, the last activity has also been successful, and Figure 65 compiles the PUMS analyses from SUMP Cycle Phase 3, where six activities have been covered, another two have been partially covered, and another one has remained unclear.

Figure 65.

Thus, by concluding Step 9, PUMS has achieved the third and most important milestone although some information has been missing related to the actions and their implementation, which should be considered for the next PUMS to be able to follow and foster the mobility behavior changes genuinely. 4.4.4. Phase 4 | Implementation & Monitoring PUMS has presented implementation and monitoring processes throughout the document, especially in Volume II, chapter: (in English, Monitoring and ex-post evaluation of the plan), where it shared the monitoring plan and the monitoring indicators. Therefore, the three steps from the SUMP cycle Phase 4, Implementation & Monitoring, have been explored in the analyses below. Step 10 manage implementation: PUMS has addressed some information regarding the where it has mentioned, for instance, some implementation phases. On the other hand, information regarding the coordination between the actors to implement the measures 106 Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms

Alcantara, M.N.P.A has remained unclear. Hence, PUMS needs to improve its coordination between actors and stakeholders according to the SUMP guidelines to ensure a transparent and integrated implementation process to further succeed with it. Step 11 monitor, adapt and communicate: PUMS has shown to be aligned with the SUMP guidelines in monitoring progress, which has displayed a methodological framework for its evaluation that includes citizens and stakeholders. Hence, PUMS has been enhancing ownership and guaranteeing public support, which would consequently contribute to the implementation of the plans. In addition, PUMS has defined specific indicators for monitoring progress. In the section

(in

English, Criteria for measuring/calculating indicators) from Volume II, PUMS has explained in detail all the processes behind the specific indicators, which will further help the plan to adapt and optimize its implementation process. Step 12

review and learn lessons: PUMS has shared results and lessons from the

previously implemented plans through both volumes, as mentioned in the previous steps. This Step is vital to identify the strengths and weaknesses of the previous plans to tackle new challenges and solutions. Hence, it is also expected that for the following plan, Rome will keep analyzing its successes and failures as it has done for PUMS, sharing the results and, most importantly, the lessons gained from what did not materialize as expected. Therefore, Figure 66 presents the summary of the PUMS analyses from SUMP Cycle Phase 4, in which most activities have been covered (six in total), and only one has been partially covered. In summary, this last Step announces the conclusion of the SUMP cycle with the fourth and last milestone

measure implementation evaluated

and also establishes the new

cycle. Thus, it is well known that Rome has followed most of the SUMP guidelines to create its current plan. Nevertheless, it is time to put into practice and hopefully detach Rome's chaotic image when people think about its mobility.

Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms 107

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Figure 66.

4.4.5. Principles of SUMP Subsequently, the online SUMP Self-Assessment Tool has been used to boost the analyses

Principles

previously defined in Figure 3. Therefore, the overview results have been

shown in Figure 67, and the full version is available in Appendix F, containing the responses the author filled in the online questionnaire.

Figure 67. Rome PUMS Results - Principles of SUMP. Source: Author based on the SUMP SAT Results

108 Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms

Alcantara, M.N.P.A Hence, the SUMP SAT results displayed a good performance of process, where most SUMP principles have percentages above 75%. For instance, the lowest rate has been related to the 5 th principle,

-term vision and a clear

which is related to the implementation plan details

such as

timetable, budget, delegation of responsibilities, and resources framework

which

corroborates what has already been identified in the SUMP 12 Steps analyses as crucial points that needs improvement. Further, the 4th principle, which is related to the comprehensive analysis of the current mobility situation to propose future conditions

has received the highest score, similar to the

previous three analyses. In a nutshell, thes outline the success of following most of the SUMP guidelines, which the SUMP 12 Steps

4.5. Lisbon | MOVE | MOVE Lisboa Visão Estratégica para a Moblidade 2030 Different from the other case studies, MOVE Lisboa Strategic Vision for Mobility 2030 (MOVE) is not a plan but a strategic vision document published by the municipality in 2020. Although Lisbon has a metropolitan urban mobility plan, called and has been briefly analyzed, the author decided to use MOVE because

in terms of vision strategies

it is

more aligned, to the SUMP guidelines than the PAMUS. Inasmuch, MOVE has an integrated approach behind its vision, which was still missing in previous plans. In addition, MOVE has also mentioned that a 3rd generation SUMP will be implemented in Lisbon (Lisboa Câmara Municipal, 2020). Hence, this strategy document could be seen as a transition to the desired SUMP, and the author decided to analyze it to uncover the challenges behind this transition scenario, which might make the challenges more visible.

high performance, but rather to help uncover the challenges the other case studies did not reveal with their brand-new plans

in most cases

following most of the SUMP

Guidelines. Therefore, MOVE aims to foster an integrated development toward new urban mobility and accessibility levels. For this reason, MOVE has been structured with an introduction

Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms 109

Alcantara, M.N.P.A part showing messages from the Mayor, followed by the message from the Deputy Mayor of Mobility and Safety. Further, it displays four chapters:

(Lisboa Câmara Municipal, 2020). In a nutshell, MOVE strategic vision is well arranged and covers, in a broad perspective,

document has followed some of the SUMP 12 Steps to a certain extent (Figure 68); however, the activities associated with the participatory process have not been tackled since MOVE shares the vision of the Lisbon City Council. As a result, it has been more limited to the strategy phase and has not displayed many details. In summary, the strategic measures have covered many essential fields, however, in a generic approach. Further detailed results have been presented in the following subsections, indicating the 32 SUMP Activities that have been covered (6), partially covered (11), and also specifying the ones that are unclear (15).

Figure 68.

110 Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms

Alcantara, M.N.P.A 4.5.1. Phase 1 | Preparation & Analysis MOVE has presented its development process through the document and has shown details in the introduction messages from the mayors, and the chapter rom the Mobility Thus, the three steps from the SUMP cycle Phase 1 (Preparation and Analysis) have been analyzed below. Step 1 - set up working structures: MOVE has been made to express the vision of the Lisbon City Council, the central public authority at the local level. Therefore, the municipality has created MOVE within the mobility and safety departs. Although it presents a list of people that contributed to its elaboration at the end, it has not been clear if other departments have also been part of its development. In addition, although it mentions incorporating some ideas from research experts, among other stakeholders, the citizens have not been addressed through this strategic vision at any stage. Hence, political and institutional ownership has been partially fulfilled according to the SUMP guidelines. Step 2

determine planning framework: MOVE has defined its geographic scope by its

metropolitan area. In addition, MOVE has also linked with other planning processes, i.e. the

(in English, Action Plan for

Sustainable Energy and Climate); the Pedestrian Accessibility Plan); the

(in English, the (in

English, the Urban Development Strategic Plan); the (in English, the Lisbon River Front Intervention Plan); the Estratégia Municipal de Adaptação às Alterações Climáticas (in English, the Municipal Strategy for Adaptation to Climate Change); the Plano de Ação de Ruído (in English, the Urban Noise Action Plan). Hence, Lisbon has linked MOVE and the other plans, supporting the holistic mobility approach. In addition, as being a strategic vision, timeline and work plan data have not been shared, although highly recommended according to the SUMP guidelines for being addressed in a future version of the proper plan. Step 3

analyze mobility situation:

to the Mobility We Want), which has shown an overview of the mobility situation in Lisboa, including its current modal share and the desired goal for the 2030 horizon. Moreover, in this chapter, two urban dynamics change has been highlighted that has directly influenced Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms 111

Alcantara, M.N.P.A the modal split and the mobility itself of Lisbon, which were a radical change in population numbers in the city of Lisbon to the neighboring municipalities. For instance, in the 1980s, the population on the city scale was more than 800,000 inhabitants, and nowadays, it has around 500,000 (Lisboa Câmara Municipal, 2020). In addition, MOVE has highlighted that car ownership has been increasing drastically since then. Therefore, MOVE has presented more information related to the other transport systems, such as the PT and the public bike share system (GIRA). Hence, Figure 69 recaps the MOVE analyses from SUMP Cycle Phase 1, where four activities have been covered, three partially covered, and another three have remained unclear.

Figure 69.

Although the strategic document has not presented some essential elements for the first three steps, it could be said that MOVE has reached the milestone of the first phase to a certain extent. In addition, to develop the proper SUMP, it is necessary to address more information, such as preliminary evaluations of human and financial resources, among others. 4.5.2. Phase 2 | Strategy Development MOVE has presented its strategy process throughout the entire document

specifically

in the last three chapters: 112 Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms

Alcantara, M.N.P.A , and Hence, the steps from the SUMP cycle Phase 2 (Strategy Development) have been explored in the analyses below. Step 4

build and jointly assess scenarios: MOVE has not displayed this step. Although

Steps 5 and 6 have presented other strategy components

as will be further shown

did not share the future options that may have been raised through the discussion while the municipality was elaborating this strategic document. In other words, to further develop the proper SUMP, the vision and strategy must consider all possible scenarios to choose the one that fits most into their reality, as shown in the case studies for this thesis, i.e., Budapest and Rome. Step 5 develop vision and strategy with stakeholders: MOVE has adopted a future vision based on six strategic pillars:

2. mais

(in english, nore trust);

(in English, more connectivity);

(in English, more accessibility); innovation);

(in English, more

(in English, more responsibility). Therefore, MOVE

nce, (in English, integrates new mobility services into the transport system); (in English, requalifies public space and pedestrian network), among many others. Therefore, MOVE has shared its vision and objectives, considering all transport modes and mobility components, as has been acclaimed by the SUMP guidelines. Step 6 set targets and indicators: apart from the desired modal split for 2030, MOVE has not defined clear strategic indicators and measurable targets for its objectives, which for being only a strategic vision document, could be expected that this step could have been better explored and detailed based on the SUMP guidelines. Hence, for the future SUMP, it is recommended that this step be addressed better. In summary, Figure 70 recaps the MOVE analyses from SUMP Cycle Phase 2, in which, from the six activities in total, only one has been covered, another two have been considered partially covered, and three others have remained unclear.

Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms 113

Alcantara, M.N.P.A

Figure 70.

Hence, MOVE has explored its strategy by presenting its vision and strategic objectives, concluding the second phase milestone to a certain extent

reaching the middle of the

SUMP cycle. However, the lack of strategic details can harm the monitoring process (Phase 4); thus, this step should be better tackled for the future SUMP. 4.5.3. Phase 3 | Measure Planning MOVE has superficially presented its measuring plan in a very generic way without addressing many specificities of Lisbon. Furthermore, as earlier stated in Chapter 2 (Figure 4), the SUMP cycle Phase 3, Measure Planning, also has three steps, which summary analyses results have been shown below. Thus, the steps from the SUMP cycle Phase 3 (Measuring Planning) have been briefly analyzed below. Step 7

select measure packages with stakeholders: MOVE has not shared much

information regarding assessing long lists of measures

recommended activity by the

SUMP guidelines. Nevertheless, it has presented an integrated planning and management mobility solution based on five networks and five services (Figure 71), which concrete measures would be implemented. Thus, MOVE has proposed that mobility management in Lisbon should be packed around five transversal axes (Figure 72). However, the SUMP guidelines reinforce that a detailed cost estimation should be presented along with the measure packages; as a strategic vision document, it has not presented this information. Likewise, monitoring and evaluation arrangements have been generically mentioned.

114 Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms

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Figure 71. The five Networks and five services from MOVE Lisboa. Source: Lisboa Câmara Municipal (2020)

Figure 72. The five transversal axes from MOVE Lisboa. Source: Lisboa Câmara Municipal (2020)

Step 8 agree actions and responsibilities: MOVE has described all actions, however, to a certain extent. In summary, as expected by bot being a proper plan, it lacks many essential data that the SUMP guidelines have recommended in this Step. For instance, it lacks detailed information for most actions related to budget and funding sources (identifying potential financial resources), priorities, responsibilities, and timeline. Hence, this Step needs to be improved in further SUMP development. Step 9 prepare for adoption and financing: as predictable and discussed in the previous steps, MOVE has not presented information related to financial plans and cost-sharing agreements for its proposed actions since it has generically addressed all, which was the intention, being a strategic vision document, that including these data would address more complexity for a document that was supposed to be simple. However, for the future SUMP, this is crucial to be developed and presented according to the SUMP guidelines.

participatory approach from the citizens and stakeholders to guarantee the high quality of the documents and public support. Hence, this is another vital element that should be added. Therefore, Figure 73 recaps the MOVE analyses from SUMP Cycle Phase 3, where four activities have been partially covered, and another five have remained unclear. Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms 115

Alcantara, M.N.P.A

Figure 73.

Hence, by finishing Step 9, MOVE has achieved the third and most important milestone to a certain extent; many critical aspects are missing in this 3rd Phase, and undoubtedly, Lisbon needs to take into account for the development of its future SUMP. 4.5.4. Phase 4 | Implementation & Monitoring MOVE has briefly shown implementation and monitoring processes throughout its document and in a generic way. Therefore, the three steps from the SUMP cycle Phase 4, Implementation & Monitoring, have been analyzed below. Step 10 manage implementation & Step 11 monitor, adapt and communicate: have not been addressed by MOVE due to its complexity according to its stated type of document. However, the activities behind these two steps, which involve but are not limited to: coordinating the implementation of actions, procurement of goods and services, monitoring progress, and adapting, despite also having a participatory process, are highly recommended by the SUMP guidelines to be addressed. Hence, Lisbon should manage to cover these activities since they reinforced the integrated approach behind the SUMP concept. Step 12

review and learn lessons: MOVE has shared some results and lessons learned

from previously implemented measures through its document. Although Lisbon has stated

116 Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms

Alcantara, M.N.P.A to consider many new challenges and solutions for its future, most of the results shared have been tacked in a generic way, without many details compared to the other cases. Hence, for the future SUMP, Lisbon should analyze deeper and share its success and failures to learn from its outcomes truly. Therefore, Figure 74 displays the summary of the MOVE analyses from SUMP Cycle Phase 4, in which only one activity has been covered, two others have been partially covered, and four others have remained unclear.

Figure 74.

In a nutshell, this last Step marks the end of the SUMP cycle with the fourth and last milestone

measure implementation evaluated

and the beginning of a new cycle. Thus,

it is well known that MOVE is not the proper SUMP for Lisbon, which justify that, in the end, MOVE has not covered many of the SUMP guidelines. However, MOVE has mentioned that it is a transition for developing one, allowing these analyses to unveil many challenges that might reflect the realities of other cities in transition toward a SUMP. 4.5.5. Principles of SUMP Afterward, the online SUMP Self-Assessment Tool was used to augment the analyses and evaluate to what extent L Principles

previously defined in Figure 3. Thus, the summary results have been shown in

Figure 75, and the full version is available in Appendix G, including the responses the author filled in the online questionnaire.

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Figure 75. Lisbon MOVE Results - Principles of SUMP. Source: Author based on the SUMP SAT Results

Therefore, the overall SUMP SAT results present a below-average mobility planning process

as expected and mentioned before

since most of the SUMP

principles have achieved percentages below 60%. However, in a transition situation, MOVE helped reveal more challenges regarding the SUMP adoption. For instance, the lowest rate has been associated with the 3rd principle,

related to the

participatory approach, which should happen from the beginning of the SUMP cycle until the end. However, MOVE shares the vision exclusively of the Lisbon City Council executive; this is a point for it to consider for proposing the SUMP later since, according to the SUMP guidelines, this principle is essential for people to feel ownership of the SUMP and the policies it fosters. Failing to involve citizens and stakeholders along the process could prejudice the long-term success of the SUMPing since public support would be compromised. Further, the 7th principle,

to the assessment of the targets and indicators that should be monitored closely

has

received the second low rate since MOVE has not entered into details as a strategic and outline the

session.

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5. Discussions

Urban mobility has frequently been discussed worldwide in the past decades, mostly due to its effects on urban environments. Therefore, SUMP has resulted from the evolution of European transport policies

as previously illustrated in Figure 2

which started in 1985,

when the failure in the transport sector at that time put pressure on the EC to create transport measures. Since then, the EU has been fostering many sustainable measures and targets to overcome the past impacts and hopefully change the tendentious climate change scenario. For instance, the sustainable balance cycling, or using PT

modal split towards a more

where the majority of the displacements would be done by walking, has been a common trend target presented in many cities

worldwide, including all the five case studies of this thesis, as illustrated by Figure 76.

Figure 76. Overview of the five ca city scale current scenarios (upper) versus the plan s future desired scenarios (down). Source: Author based on data from BKK Budapesti Közlekedési Központ, (2019a, 2019c); Bruxelles Mobilité (2020b); INE (2018); Lisboa Câmara Municipal (2020); Roma Servizi per la Mobilità (2019a, 2019b); Service public fédéral Mobilité et Transports (2019); Vienna City Administration (2014a); Wiener Linien (2021)

Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms 119

Alcantara, M.N.P.A As can be seen, a desirable average target for the modal splits based on the strategic documents of the case cities has been around 70% for the sustainable transport modes (on foot, bicycle, and PT), against approximately 30% for private vehicles. Except for Vienna, which strives for even more aggressive targets (80% and 20%, correspondently), since it already stands for 73% and 27%; and Rome with the lowest one (52% and 48%, accordingly), although if achieved it will already be a considerable mobility pattern change for the reality of the Italian capital. Under those circumstances, this thesis has aimed to explore the SUMP guidelines to unveil the mobility planning paradigm transition that has been happening for the past decades toward promoting sustainable urban development. Thus, this research has scrutinized the 12 SUMP Steps, their 32 SUMP Activities, and the SUMP 8 Principles on strategic documents from Vienna, Brussels, Budapest, Rome, and Lisbon, to answer the following research question: How do European Capitals transition from Traditional Transport Planning to Sustainable Urban Mobility Planning, and to what extent their strategic documents could be considered SUMPs? Hence, the findings of this thesis

which has been displayed in Chapter 4

have already

answered the second half of the research question, revealing to what extent the selected strategic documents have been following the SUMP Guidelines. However, to properly answer the first part, it is necessary to understand the SUMP strengths and weaknesses uncovered by comparing the five selected case studies analysis based on the SUMP Cycle and 8 Principles

which have been presented in the following subchapter as a

complementary analysis. Henceforth, the discussion related to the transition behind mobility planning paradigms

from Traditional Transport Planning (TTP) to Sustainable

Urban Mobility Planning (SUMPing)

has been presented at the end of this chapter, and

by then, the research question would have been fully answered.

5.1. The European SUMPs: a perspective from 5 EU Capitals In the analyses, it has been identified to what extent the strategic documents from the five selected case cities have followed the 12 Steps of the SUMP Cycle by assessing the coverage of the 32 SUMP Activities. In a nutshell, the findings have shown outstanding 120 Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms

Alcantara, M.N.P.A mobility pla

last one were predicted and expected since it is not a proper plan document but rather a strategic vision one, as explained throughout its sole analyses, although intentionally selected for this thesis to uncover the challenges from a transition planning document. Therefore, comparison analyses between the five strategic documents have been done to unveil the SUMP strengths and weaknesses associated with the challenges behind the 4 Phases of the SUMP Cycle and the Principles of the SUMP, to support the discussion about the transition behind mobility planning paradigms. Hence, the results have been presented in the following subsections. 5.1.1. SUMP Cycle | Strengths & Weaknesses Throughout the individual analyses of each case study, the coverage of the 32 SUMP activities linked to the SUMP 12 Steps has been unfolded, which, based on a comparison between the cases, uncovered the strength and weaknesses associated with them. Therefore, Figure 77 summarizes these comparative results. Moreover, detailed results of this SUMP Cycle comparison analysis used for this research can be found through raw Sankey Diagrams in the appendices (Appendix H up to L). From a general perspective, it could be seen that the SUMP activities linked to lower complexity, to a certain extent, are the ones that have been covered without significant problems by the selected strategic documents. For instance, the activities:

Agree objectives addressing key problems and all

These activities do not address many difficulties behind their process, which might be the reason they have been covered by most

and, in some cases, all

selected

documents.

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Figure 77. Case Studies Overall Comparison Results SUMP Cycle Coverage: 12 Steps & 32 Activities. Source: Author

On the other hand, the SUMP Activities, which are associated with higher complexity, are the ones that have not been fully covered or even remained unclear. For example, the most critical ones that have been identified

but not limited to

are:

ies, and These activities require more integration between many different actors, citizens, and stakeholders, from different departments and territorial scales, to truly fulfill their goals, which could be why the documents analyzed have faced challenges in covering them. 5.2.1. SUMP Principles | Challenges Further, the sole analyses of the five case studies using the SUMP SAT have uncovered the extent of the SUMP Principles in all their planning process, which, through a comparison between those results, unveiled the challenges behind the SUMP principles. Hence, Figure 78

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Figure 78. Case Studies Comparison Results - Principles of SUMP. Source: Author based on the SUMP SAT Analyses Results

In summary, Brussels, Budapest, and Rome have presented similar performances related to their strategic documents. However, Budapest has not presented many details about its planning process, which led to a more significant difference in results on the 3rd principle compared to the other two cases. In the case of Vienna, which is well-known for many achievements in the mobility sector and based on the state of the art presented in this thesis, the city probably has the higher mobility performance among the five cases. Although, based on the analyses of mobility planning processes, the results show a different picture than the others. One possible reason behind this is the year of the

2013. Hence, as it was a very recent concept

and remains new until nowadays

it could

justify its performance compared to the most recent plans. Lastly, as explained before, Lisbon has not performed well, although it illustrates a transition scenario, making the challenges behind the SUMP Principles more visible for this research. As a result, the most critical princi been, for instance,

. Define a long-term vision and a clear implementation

Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms 123

Alcantara, M.N.P.A th

. Therefore, these results reaffirm

the ones from the SUMP Cycle comparison analysis, reinforcing the need for a holistic approach to deeply foster mobility changes and promote sustainable urban development.

5.2. From TTP to SUMPing: the transition behind urban mobility paradigms The concept of

has surpassed

with a broader meaning beyond

transport systems and infrastructure. For this reason, the mobility planning literature has been pointing toward a transition that started at the end of the 20 th century and remains happening in the urban context until now. As has been previously stated in this thesis, TTP, for many years, has been an essential tool in city planning, although it is not enough to manage current and future mobility challenges anymore. Hence, to achieve the desired sustainable urban development, mobility planning requires a holistic approach beyond sectorial transport planning century

widespread in the 20th

with integrated visions, goals, and strategies to truly improve the quality of

urban life. Under those circumstances, the SUMP Guidelines have arisen in 2013 as an instrument to guide cities toward the sustainable mobility paradigm. Almost ten years owever, mobility measures and actions are neither easy nor simple to implement. For this reason, this thesis has scrutinized the selected strategic documents from EU Capitals to discover the challenges behind the , filling the research gap raised in this thesis. Therefore, based on the theoretical framework and all analyses shown, a mobility paradigm shift requires a considerable amount of time to fully happen since it is a complex process that goes beyond plans and policies and depends on many mobility behaviors and patterns to change, adapt, and further consolidate. Nevertheless, based on the comparison between TTP and SUMPing shown in Table 2, the findings of this thesis have shown some development progress in strategic documents from EU Capitals which has been changing throughout recent years. Thus, Table 8 summarizes this transition coverage -depth analyses of those documents

objects of this research.

124 Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms

Alcantara, M.N.P.A Table 8. Transition from TTP to SUMPing Analysis Coverage. Source: Author

TTP Focus on traffic Primary objectives: Traffic flow capacity and speed Mode-focused Infrastructure as the main topic Sectoral planning document Short and medium-term delivery plan Covering an administrative area Domain of traffic engineers Planning by experts Limited impact assessment

SUMPing

Transition Coverage

Focus on people

covered

Primary objectives: Accessibility and quality of life, including social equity, health, and environmental quality, and economic viability Integrated development of all transport modes and shift towards sustainable mobility Combination of infrastructure, market, regulation, information and promotion Planning document consistent with related policy areas Short and medium-term delivery plan embedded in a long-term vision and strategy Covering a functional urban area based on travel-to-work flows

ongoing

covered covered covered ongoing covered

Interdisciplinary planning teams

ongoing

Planning with the involvement of stakeholders and citizens using a transparent and participatory approach Systematic evaluation of impacts to facilitate learning and improvement

ongoing covered

mobility planning processes analyzed for this thesis have already presented some changes in their obsolete sectorial discourses toward an integrated approach to a certain extent, fostering a sustainable paradigm

the official EU policy for city planning, as shown previously in the literature

review. However, some transformations still need to be improved to cover the entire planning challenges that have been uncovered by this research point out that a participatory approach should be increased, in addition, to also guaranteeing the diverse background of team members. Moreover, rame vision to facilitate its implementation. In a nutshell, integration, by all means, is the key to filling these remains planning gaps and promoting sustainable urban development. Although all these planning improvements should be celebrated, the practi impacts and effects have not yet been much seen. For example, considering the selected Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms 125

Alcantara, M.N.P.A

their current transport infrastructure (Figure 25 up to Figure 28), motorization rates (Figure 29), and modal splits (Figure 30 performance, to a certain extent, are different from their planning ones. For instance, on the one hand, Vienna has been showing an outstanding practice performance; however, compared to the other selected cases, its planning processes have skipped significant improvements toward the most desirable sustainable approach although justifiable to a certain extent, based on STEP UMP adoption year (2014, the oldest from the selected cases). On the other hand, Rome has presented a good performance associated with its PUMS covering most of the SUMP guidelines; even though, in practice, it is still surrounded by countless unsustainable mobility manners. In addition, apart from the extreme contrast results from Vienna and Rome, it is essential to mention that Brussels, which has shown the best planning performance among the selected cases, in practice progress has been improving and implementing many suitable mobility measures in recent years, nevertheless still enfold many considerable unsustainable mobility behaviors. Furthermore, to a certain extent, Budapest and Lisbon have presented similar behaviors between planning and practice in their cities. For instance, Budapest's planning process has been demonstrated to be developed well, together with its practice impacts. However, it did not have the time to address all the BMT planned measures yet

since it is a 2030 horizon

but, among the compared cities,

it has shown an overall average practice performance, with significant changes addressed, such as the BKK recent establishment to manage all transport elements in the city. However, it is critical to remember that Budapest still has a high presence of private vehicles, responsible for most of the citizens' displacements. Further, in planning and practice developments, Lisbon is still crawling for mobility changes compared to the other case studies. Although the capital of Portugal recently created a PT monthly pass to foster it and established TML to overcome its disintegrated situation, many unsustainable measures are still present, apart from the lack of its proper SUMP. In a nutshell, the complete transition of mobility paradigms should not be based only on their planning processes but also on their practice behaviors.

126 Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms

Alcantara, M.N.P.A

6. Conclusions

Analyzing strategic documents through an in-depth methodology framework has enabled this thesis to address the dynamic urban complexities that manifest within the challenges of mobility planning processes. In addition, this research has highlighted the importance of strategic planning documents as an essential and powerful tool in the urban planning context

which gathers decision-making elements to guide but should not limit human

behaviors

fostering paradigms shift if well planned and adopted. Therefore, to answer

the research question, Vienna, Brussels, Budapest, Rome, and Lisbon, have been selected as case studies to have their mobility plans scrutinized based on the SUMP guidelines to unfold to what extent they could be considered SUMPs. Further, exploring the SUMP 12 Steps

through the 32 SUMP Activities

and its

Principles throughout the case studies has allowed the identification of strengths, weaknesses, and challenges associated with the mobility planning processes. As a result, the research findings have further supported the discussion behind the paradigm shift from TTP toward SUMPing

that although it started at the end of the 20th century, this

thesis has revealed that it is still happening nowadays toward its future consolidation. Thus, the importance of an integrated approach, by all means, has been reinstated throughout this entire work to foster sustainable urban development and unfolded the necessity to consider planning and practices into mobility paradigm transitions. As a result, all thesis research goals have been fulfilled, and the research question has been answered. Nevertheless, the author would like to uncover a final critical and very needed point as an additional brief contribution to the findings of this thesis. In general, to a certain extent, sustainable advances in planning and some practices have been implemented by EU capital cities, which for sure deserves some celebrations. However, as tackled in the literature review, the

widely fostered by the EU in the past years, which

undoubtedly has been achieving considerable progress in mobility planning and practices never accomplished before

is not enough to fully solve current and future mobility

challenges to all their extents. Whereas it does not address important topics that, in one way or another, impact and is also affected by mobility forms and patterns, such as but Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms 127

Alcantara, M.N.P.A not limited to, socio-spatial inequalities, political disparities, and diversity issues

for

instance, gender, ethnicity, race, disabilities, age, classes. Thus, based on the in-depth case studies analyses, apart from Vienna, which has addressed the

managing to handle some diversity issues, all other case studies did not

cover those vital topics mentioned at the end of the last paragraph. Therefore, to genuinely solve all the current and future mobility challenges reinstated throughout this thesis, the integrated approach needs to go beyond the sustainability aspects and consider the interrelationship between mobility and all possible fields in which it is inserted, interacts, and impacts.

6.1. Limitations & Recommendations Therefore, this thesis development has some limitations; for instance, the SUMP SAT is a great tool to assess strategic documents; however, it has some constraints. Some

never, sometimes, about half the time, most of the time, always

are too empiric on a topic that could be more metric and

give more precise results. Thus, improvements can be made by widening the analytical framework, for instance, addressing existing indicators or developing new ones to better handle the massive qualitative data behind all these documents, in addition to tackling more in-depth these critical topics that have not been much reached into the strategic documents and mobility practices so far. Other improvements could be selecting different city packages, like 2nd tier cities that are also relevant in the EU scenario but have not been evaluated by this research. Hence, potential future works are expected to expand these analyses and contribute toward a better mobility paradigm beyond sustainability.

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Alcantara, M.N.P.A Holden, E., Linnerud, K., & Banister, D. (2013). Sustainable passenger transport: Back to Brundtland. Transportation Research Part A: Policy and Practice, 54, 67 77. https://doi.org/10.1016/j.tra.2013.07.012 Hubert, M., Corijn, E., Neuwels, J., Hardy, M., Vermeulen, S., & Vaesen, J. (2017). From pedestrian area to urban project: Assets and challenges for the centre of Brussels: BSI synopsis. Brussels Studies. https://doi.org/10.4000/brussels.1563 Hubert, M., Lebrun, K., Huynen, P., & Dobruszkes, F. (2013). Daily mobility in Brussels: Challenges, tools and priority undertakings: BSI synopsis. Brussels Studies. https://doi.org/10.4000/brussels.1188 Hungarian Central Statistical Office. (2021). Summary Tables (STADAT). https://www.ksh.hu/stadat_eng Hungarian Central Statistical Office. (2022). Stock of road motor vehicles registered in Hungary 2018-2021 Budapest. https://statinfo.ksh.hu/Statinfo/haViewer.jsp?wcffc683675=x IBSA. (2021). Ville de Bruxelles. https://ibsa.brussels/chiffres/chiffres-cles-parcommune/ville-de-bruxelles IBSA. (2022). Véhicules et réseau routier 2021. https://ibsa.brussels/themes/mobilite-ettransport/vehicules-et-reseau-routier INE. (2018). Mobilidade e funcionalidade do território nas Áreas Metropolitanas do Porto e de Lisboa: 2017. https://www.ine.pt/xurl/pub/349495406 INE. (2021). Censos 2021. https://www.ine.pt/scripts/db_censos_2021.html accesso ai principali dati. https://www.istat.it/en/analysis-andproducts/databases/statbase Jacobs, J. (1961). The Death and Life of Great American Cities. Keblowski, W., & Bassens, D. (2015). The differential performativity of academic knowledges in urban transport and mobility policy and practice: A view from Brussels. Cosmopolis. https://cris.vub.be/ws/portalfiles/portal/31983086/KEBLOWSKI_et_al._The_differe ntial_perfomativity.pdf Københavns Kommune. (2017). Handlingsplan for grøn mobilitet. https://kk.sites.itera.dk/apps/kk_pub2/pdf/1673_c8226aa51350.pdf Köllinger, C. (2021, December 22). Nicosia runs study to ensure urban mobility plan is fit for purpose. https://www.eltis.org/in-brief/news/nicosia-runs-study-ensure-urbanmobility-plan-fit-purpose Kornberger, M. (2012). Governing the City: From Planning to Urban Strategy. Theory, Culture & Society, 29(2), 84 106. https://doi.org/10.1177/0263276411426158 Kovacs, B. (2016). Chapter 5 Budapest. In L. Van den Berg, J. Van der Meer, & L. Carvalho (Eds.), Cities as Engines of Sustainable Competitiveness: European Urban Policy in Practice (pp. 123 140). Routledge. KukulskaDixon-Gough, R., Jombach, S., Valánszki, I., & Filepné Kovács, K. (2019). Towards Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms 135

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network. https://edition.cnn.com/travel/article/budapest-m1-europe-oldest-metronetwork/index.html https://www.webuildvalue.com/en/infrastructure/oldest-subways-in-theworld.html Wefering, F., Rupprecht, S., Bührmann, S., & Böhler-Baedeker, S. (2013). Guidelines. Developing and Implementing a Sustainable Urban Mobility Plan. European Commision. https://www.eltis.org/sites/default/files/guidelines-developing-andimplementing-a-sump_final_web_jan2014b.pdf Wiener Linien. (2020). Zahlen & Fakten Betriebsangaben 2019. https://www.wienerlinien.at/media/files/2020/wl_betriebsangaben_2019_deutsch _358274.pdf Wiener Linien. (2021). Hanke/Steinbauer: Über 1 Million treue StammkundInnen Umweltfreundliche Öffis als Top-Arbeitgeberin. https://www.wienerlinien.at/rückblick-2020-ausblick-2021#! Wiener Linien. (2022a). About Wiener Linien. https://www.wienerlinien.at/eportal3/ep/channelView.do/pageTypeId/66533/chan nelId/-2000622 Wiener Linien. (2022b). WienMobil Rad. https://www.wienerlinien.at/wienmobil/rad Wiener Tourismusverband. (2019). Vienna named most liveable city for the tenth time! https://www.wien.info/en/lifestyle-scene/most-livable-city-352322 World Commission on Environment and Development. (1987). 1987: Brundtland Report. United Nations. https://www.are.admin.ch/dam/are/en/dokumente/nachhaltige_entwicklung/doku mente/bericht/our_common_futurebrundtlandreport1987.pdf.download.pdf/our_ common_futurebrundtlandreport1987.pdf Wrzesinska, D. (2020, September 15). Neglect and Survive: Mobility in Brussels. Polis Network. https://www.polisnetwork.eu/article/neglect-and-survive-mobility-inbrussels/ ki Plan Grada Zagreba. https://www.zagreb.hr/userdocsimages/arhiva/prostorni_planovi/izid%20gup%20gr ada%20zagreba_2017_2018/izid%20gup%20gzZhang, X. Q. (2016). The trends, promises and challenges of urbanisation in the world. Habitat International, 54, 241 252. https://doi.org/10.1016/j.habitatint.2015.11.018 Zintegrowane Inwestycje Terytorialne metropoliii warszawskiej. (2016). Plan nego. http://omw.um.warszawa.pl/wp-content/uploads/2016/04/PlanWOF.pdf 140 Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms

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https://www.cityofathens.gr/node/30147

https://nag.sofia.bg/FileBrowser/File?path=esoft.portal%2FPUGM%2FSUMP%202105-2019.pdf

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Appendices Appendix A | Complete Table

143

Appendix B | SUMP Self-Assessment Tool Framework

145

Appendix C | Results of SUMP Self-Assessment Vienna

157

Appendix D | Results of SUMP Self-Assessment Brussels

176

Appendix E | Results of SUMP Self-Assessment Budapest

196

Appendix F | Results of SUMP Self-Assessment Rome

215

Appendix G | Results of SUMP Self-Assessment Lisbon

235

Appendix H | Results of SUMP Cycle Overall Comparison

252

Appendix I | Results of SUMP Cycle Phase 1 Overall Comparison

254

Appendix J | Results of SUMP Cycle Phase 2 Overall Comparison

256

Appendix K | Results of SUMP Cycle Phase 3 Overall Comparison

258

Appendix L | Results of SUMP Cycle Phase 4 Overall Comparison

260

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Alcantara, M.N.P.A

Appendix A | Complete Table Overview of EU Does it have a Mobility/ Transport Plan?

Does it declared to be a SUMP?

Regions of Europe based on CIA World Factbook

Published Year

Languages Available

Does the author speak the language?

STEP 2025 Urban Mobility Plan Vienna (Vienna City Administration, 2014a)

2014

German & English

yes, English

yes

Central Europe

Good Move Plan régional de mobilité 2020-2030 Plan stratégique et opérationnel (Bruxelles Mobilité, 2020b)

2020

French & Dutch

yes, French

yes

Western Europe

2019

Bulgarian

yes

Southeastern Europe

General Urban Plan of Zagreb 2019)

2019*

Croatian

Southeastern Europe

The Nicosia Integrated Mobility Master Plan (Republic of Cyprus, 2010)

2010*

English

Country

Capital

Name of the Plan

Austria

Vienna

Belgium

Brussels

Bulgaria

Sofia

Croatia

Zagreb1

Cyprus

Nicosia2

Czech Republic

Prague

Denmark

Copenhagen

Estonia

Tallinn

Finland

Helsinki

10.

France

Paris

11.

Germany

Berlin

12.

Greece

Athens3

13.

Hungary

Budapest

14.

Ireland

Dublin

15.

Italy

Rome

16.

Latvia

Riga4

17.

Lithuania

Vilnius

Sofia Mobility 2035 | Sutainable Mobility for all

The Sustainable Mobility Plan for Prague and its Suburbs (Polad Prahu, 2019) Handlingsplan for grøn mobilitet Action Plan for Green Mobility (Københavns Kommune, 2017) Tallinna Regiooni Säästva Linnaliikuvuse Strateegia 2035 Tallinn Region Sustainable Urban Mobility Strategy 2035 (Transpordiamet, 2019) Helsingin seudun liikennejärjestelmäsuunnitelma Helsinki Region Transport System Plan (Helsingin seudun liikenne, 2015) Plan de Déplacements Urbains Urban Transport Plan -De-France, 2014) Stadtentwicklungsplan Mobilität und Verkehr Step MoVe Berlin 2030 Urban development plan mobility and traffic Step MoVe Berlin 2030 (Senatsverwaltung für Umwelt, Mobilität, Verbraucher- und Klimaschutz, 2021) Sustainable Urban Mobility Plan of the Municipality of Athens Budapesti Mobilitási Terv 2030 Budapest Mobility Plan 2030 (BKK Budapesti Közlekedési Központ, 2019a, 2019b) Transport Strategy for the Greater Dublin Area 2016 2035 (National Transport Authority, 2016) Piano Urbano della Mobilità Sostenibile di Roma Capitale Sustainable Urban Mobility Plan Rome (Roma Servizi per la Mobilità, 2019a, 2019b) -2025 Sustainable mobility of Riga transport system Part I 2019-2025

Vilnius Sustainable Mobility Plan

2019 2017

Czech; short brochure available in English Danish; short version available in English

under under development development

Middle East

yes

Central Europe

yes

Northern Europe

2019

Estonian & English

yes, English

yes

Eastern Europe

2015

Finnish

yes

Northern Europe

2014

French

yes, French

yes

Western Europe

2021

German

yes

Central Europe

Greek

2019

Hungarian & English

yes, English

yes

Central Europe

2016

English

yes, English

yes

Western Europe

2019

Italian

yes, Italian

yes

Southern Europe

2019**

Latvian

2018

Lithuanian

Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms

under under development development

under under development development yes

yes

Southern Europe

Eastern Europe Eastern Europe

143

Alcantara, M.N.P.A

18.

Luxembourg

Modu 2.0 Sustainable Mobility Strategy (Ministère du Développement durable et des Infrastructures, 2018)

2018

French, English, German & Luxembourgish

yes, English & French

yes

Western Europe

19.

Malta

Valletta5

National Transport Master Plan 2025 Malta (Transport Malta, 2016)

2016*

English

yes, English

Northwest Africa

20.

Netherlands

Amsterdam

Amsterdam Aantrekkelijk Bereikbaar 2030 Mobility Plan for Amsterdam in 2030 (Gemeente Amsterdam, 2013)

2013

Dutch

yes

Western Europe

21.

Poland

Warsaw

2016

Polish

yes

Central Europe

22.

Portugal

Lisbon

2020

Portuguese & English

yes, Portuguese & English

yes

Southwestern Europe

2016

Romanian

yes

Southeastern Europe

2016*

Slovak

Central Europe

2019

Slovenian & English

yes, English

yes

Central Europe

2014

Spanish

yes, Spanish

yes

Southeastern Europe

2012

Swedish & English

yes, English

yes

Northern Europe

23.

Romania

Bucharest

24.

Slovakia

Bratislava6

25.

Slovenia

Ljubljana

26.

Spain

Madrid

27.

Sweden

Stockholm

Sustainable mobility plan for the Warsaw Functional Area (Zintegrowane Inwestycje Terytorialne metropoliii warszawskiej, 2016) Move Lisboa Visão Estratégica para a Moblidade 2030 Move Lisboa Strategic Vision for Mobility 2030 (Lisboa Câmara Municipal, 2020) -Ilfov Sustainable Urban Mobility Plan for the Bucharest-Ilfov region (Transport Public -Ilfov, 2016) Koncepcia Rozvoja Mestskej Hromadnej Dopravy V Bratislave 2013-2025 Concept of Public Transport Development in Bratislava 2013-2025 (Mestské Celostna prometna strategija ljubljanske urbane regije Sustainable Urban Mobility Plan of the Ljubljana Urban Region (Regional Development Agency of the Ljubljana, 2019) Plan de Movilidad Urbana Sostenible de la Ciudad de Madrid Sustainable Urban Mobility Plan of Madrid (Ayuntamiento de Madrid, 2014) Urban Mobility Strategy (Stockholms stad, 2012)

*Year associated with the closest mobility/transport document ** Year associated with the SUMP partial publication 1 no mobility/transport plan, only a general urban plan 2 the SUMP is under development; the final report available is only the appendices of the current situation released in 2010 3 the SUMP is under development 4 the SUMP is under development; the published version is only the 1 st part, the short-term actions 5 no mobility/transport plan only a national transport strategy; due to the country size, the plan also sets a framework for re gional and local urban mobility, but it is mentioned the aim to do a SUMP for Valletta Extended Region 6 no mobility/transport plan only a public transport plan

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Appendix B | SUMP Self-Assessment Tool Framework I. PLANNING CONTEXT 1 - Country your city is located in _____________________________ 2 - If a Non-EU country, please specify which one. _____________________________ 3 - Name of the city or functional urban area for which you are completing the Self-Assessment _____________________________ 4 - What role in the functional urban area does your city have? It is the core city (biggest city) It is a smaller city in the surrounding of the core city It is one of several cities of similar size (polycentric region) I work for a regional organization, not for a city I don t know 5 - Population of the city or functional urban area (based on geographic area covered by the SUMP / planning activities) Less than 25,000 25,000 to 50,000 50,000 to 100,000 100,000 to 250,000 250,000 to 500,000 500,000 to 1 million More than 1 million 6 - Do you want to assess a strategic urban mobility plan that qualifies as a SUMP? A Sustainable Urban Mobility Plan is a strategic plan designed to satisfy the mobility needs of people and businesses in cities and their surroundings for a better quality of life. It builds on existing planning practices and takes due consideration of integration, participation, and evaluation principles. This includes equivalent plans that often have different names depending on the country, e.g., Verkehrsentwicklungsplan, Plans de Déplacements Urbains, Local Transport Plan, Piano Urbano della Mobilità o dei Transporti, etc. N.B. Cities and regions can have different setups of strategic plans. While some integrate all aspects into one comprehensive plan, others have a relatively short overarching plan that refers to separate sectoral or regional plans (e.g., public transport plan, cycling strategy or air quality plan). If the latter is the case in your city or functional urban area, please also think about the content and development process of sectoral or regional plans that are closely linked to the SUMP when answering the questions.

Yes, I want to assess a strategic mobility plan (one comprehensive plan) Yes, I want to assess a strategic mobility plan (plan with closely linked sectoral or regional plans) No, we have no such plan, I want to assess our mobility planning activities

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Alcantara, M.N.P.A 7 - On which geographical scale do you want to assess your mobility planning activities? Planning activities of my city / municipality Planning activities in the entire functional area (i.e., the commuting zone defined by main commuter flows, also called agglomeration), usually including activities of several municipalities Planning activities in a regional / metropolitan area larger than the commuting zone, usually including activities of many municipalities 8 - Which area does the SUMP cover? City center City administrative boundaries Functional area (i.e., the commuting zone defined by main commuter flows, also called agglomeration) Region / Metropolitan area larger than the commuting zone 9 - How have you been involved in the SUMP development? I was member of the core team that developed the SUMP (e.g., from city administration or consultant) I was involved as institutional stakeholder outside the core team (e.g., administration staff or association representative in an advisory board) I was involved as decision maker (e.g., in the local council) I was involved as citizen (e.g., by participating in workshops) I was involved as member of a research organization, NGO or private company (e.g., by participating in workshops) I was not involved All of the following questions relate to the strategic mobility plan of your planning authority (only called SUMP from now on). It is assumed that you are well acquainted with the SUMP and its development process and are answering on behalf of the SUMP development team or the team having that role in your city, functional urban area or metropolitan region. If possible, we recommend that several people fill in the questionnaire (which could include colleagues from other municipalities, departments, decision makers and key stakeholders involved in mobility planning). We also recommend to complete the questions each on their own, and to then discuss the similarities and differences in responses as a group. Highly relevant insights can be gained which often lead to better cooperation. II. MOBILITY ASSESSMENT 11 - In what form did you reflect on the strengths and weaknesses of your existing mobility planning activities when starting to develop the SUMP? Not at all One person on their own Informal discussion amongst colleagues Dedicated meeting or workshop, task force or peer review process 146 Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms

Alcantara, M.N.P.A Dedicated meeting or workshop, task force or peer review process involving neighboring municipalities I don t know 12 - Which of the following urban mobility related issues have been analyzed for the SUMP? This includes recent previous analyses that have been used for the SUMP. Please select all options that apply

Air pollution and traffic noise Traffic safety Traffic congestion Livability of streets Accessibility to services, employment and education None of them I don t know 13 - For which of the following transport modes have mobility problems been analyzed for the SUMP? This includes recent previous analyses that have been used for the SUMP. Please select all options that apply

Walking Cycling Public transport (bus, metro, train, etc.) Private motor vehicle (car, motorcycle, scooter, etc.) Freight transport and logistics None of them I don t know 14 - Which of the following mobility trends have been analyzed for the SUMP? This includes recent previous analyses that have been used for the SUMP. Please select all options that apply

Shared mobility (e.g., bike, car or ride sharing) Integration of transport modes (facilitating multimodality) Electric mobility and clean fuels Mobility management for target groups with specific needs (e.g., for children, elderly, companies, tourists) Parking management, access restrictions or road pricing None of them I don t know 15 - Does the SUMP describe future scenarios? No Yes, a business-as-usual scenario (that assumes that future economic and transport trends follow those of the past and only already programmed actions are implemented) Yes, a business-as-usual and alternative scenarios (that describe the likely effects of different combinations of external trends and/or measures) I don t know Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms 147

Alcantara, M.N.P.A 16 - Which techniques have you used to support scenario development and appraisal? Please select all options that apply.

No scenarios described Qualitative analysis techniques (e.g., expert judgement or interviews) Quantitative and transport modelling analysis techniques I don t know III. VISIONS AND OBJECTIVES 18 - Does the SUMP contain a widely supported long-term vision of urban mobility for the functional urban area? A vision is the description of a desired urban future, usually with a long-term horizon of more than 10 years.

No long-term vision in the SUMP Vision is supported by some municipalities in the functional urban area Vision is supported by approximately half of the municipalities Vision is supported by most municipalities Vision is supported by all municipalities I don t know 19 - Does the SUMP clearly set out overall objectives that address the most important problems? No objectives defined Objectives do not go beyond business-as-usual Objectives that address some of the problems Objectives that address most of the problems Comprehensive set of objectives that addresses all important problems I don t know 20 - Does the SUMP refer to all relevant local policies and plans? For example, pedestrian, bicycle and public transport plans, freight and traffic safety strategies, land use, urban development, environment, and economic plans.

No, none of them Some of them Approximately half of them Most of them Yes, all of them I don t know IV. MEASURABLE TARGETS 21 - When performing a data audit to account for available data and possible gaps, which data sources did you consider? No data audit performed Only data collected by the mobility department 148 Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms

Alcantara, M.N.P.A Data collected by the mobility and other municipal departments Data collected by municipal departments and by external organizations (e.g., police, universities, national/regional road administration I don t know 22 - From how many other municipalities withing your functional urban area did you consider data sources for your data audit? From no municipalities Only data from one municipality Data from several municipalities Data from most municipalities Data from all municipalities I don t know 23 - Does the SUMP describe a set of SMART targets that allow monitoring of progress towards the achievement of its objectives? SMART targets are measurable and time-bound targets that clearly describe which indicator should change by how much by which year, e.g., 30% reduction of CO2 emission from urban transport by 2030.

No SMART targets SMART targets for some of the objectives SMART targets for half of the objectives SMART targets for most of the objectives SMART targets for all of the objectives I don t know 24 - For what types of indicators have SMART targets been defined? Please select all options that apply.

No SMART targets Output indicators (e.g., newly built infrastructure, implemented programs or policies, organized events) Transport activity indicators (e.g., motorization, modal split, travel behavior, utilization of infrastructure, satisfaction with modes) Outcome indicators (e.g., on accessibility, livability, air or noise pollution, equity and social inclusion, safety, efficiency) I don t know V. INTEGRATED TRANSPORT 25 - Which methods have been used to assess the contribution of measures to achieving the agreed vision, objectives, and targets? Contribution has not been assessed Intuitive decision, no systematic assessment Systematic, criteria-based assessment process (multi-criteria analysis) I don t know 26 - Which of the following types of measures does the SUMP include? Please select all options that apply.

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Alcantara, M.N.P.A Technical measures (e.g., smart cards for public transport) Infrastructure measures (e.g., bicycle lanes, redesign of public spaces) Policy-based measures (e.g., parking regulations, land-use planning) Soft measures (e.g., traffic safety campaigns) None of them I don t know 27 - Public transport: Does the SUMP suggest how to enhance the quality, integration, and accessibility of public transport services (covering infrastructure, rolling stock, and services)? This can include measures in a sectoral plan, if the SUMP refers to it.

Not at all To a small extent To a moderate extent To a great extent To a very great extent I don t know 28 - Non-motorized transport: Does the SUMP present policies and measures to raise the attractiveness of walking and/or cycling? This can include measures in a sectoral plan, if the SUMP refers to it.

Not at all To a small extent To a moderate extent To a great extent To a very great extent I don t know 29 - Multimodality: Does the SUMP present measures to facilitate multimodal travels that combine several transport modes? This can include measures in a sectoral plan, if the SUMP refers to it.

Not at all To a small extent To a moderate extent To a great extent To a very great extent I don t know 30 - Safety and security: Does the SUMP present measures to improve safety and security of all transport modes? This can include measures in a sectoral plan, if the SUMP refers to it.

Not at al To a small extent To a moderate extent To a great extent To a very great extent I don t know 150 Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms

Alcantara, M.N.P.A 31 - Road transport (flowing + stationary): Does the SUMP explore the potential for reallocating road space from motorized private vehicles to other modes of transport or other public functions that increase livability of the city? This can include measures in a sectoral plan, if the SUMP refers to it.

Not at all To a small extent To a moderate extent To a great extent To a very great extent I don t know 32 - Urban logistics: Does the SUMP present measures to improve the efficiency and sustainability of urban logistics and freight delivery? This can include measures in a sectoral plan, if the SUMP refers to it.

Not at all To a small extent To a moderate extent To a great extent To a very great extent I don t know 33 - Mobility management: Does the SUMP present mobility management actions for sustainable travel behavior (reflecting the needs of e.g., citizens, employers or schools)? This can include measures in a sectoral plan, if the SUMP refers to it.

Not at al To a small extent To a moderate extent To a great extent To a very great extent I don t know 34 - Intelligent Transport Systems (ITS): Does the SUMP present ITS measures to connect transport modes (e.g., through payment and real-time information functions)? This can include measures in a sectoral plan, if the SUMP refers to it.

Not at all To a small extent To a moderate extent To a great extent To a very great extent I don t know 35 - What is your city's modal split according to the latest assessment? Please indicate the percentage share of the total number of trips by city residents (not the share of distance travelled in kilometers). It can be an informal assessment and the numbers do not have to be precise, approximations help as well.

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Alcantara, M.N.P.A __ Private motor vehicle (car, motorcycle, scooter, etc.) __ Public transport (bus, metro, train, etc.) __ Bike __ Walk 36 - Source of the modal split data Traffic count, travel survey, data from the public transport operator, or similar Own estimate (not based on structured data collection) I don t know VI. IMPLEMENTATION PLAN 37 - Do you have allocated responsibilities for implementation of the measures in the SUMP? No, for none of the measures For some of the measures For approximately half of the measures For most of the measures Yes, for all of the measures I don t know 38 - Have you identified potential funding sources for implementation of the measures in the SUMP? No, for none of the measures For some of the measures For approximately half of the measures For most of the measures Yes, for all of the measures I don t know 40 - Was a formal agreement reached by decision makers and key stakeholders on the responsibilities, timing and funding of measure implementation? E.g., in an action plan outlining implementation priorities, schedules, risks and contingency actions.

No agreement at all Weak informal agreement Strong informal agreement Formal agreement by the majority of municipalities in the functional urban area Formal agreement by all municipalities in the functional urban area I don t know VII. INSTITUTIONAL COOPERATION 41 - Which of the authorities in the area covered by the SUMP have been regularly involved in SUMP development? 152 Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms

Alcantara, M.N.P.A Only my authority Authorities from some neighboring municipalities Authorities from approximately half of the neighboring municipalities Authorities from most neighboring municipalities Authorities from all neighboring municipalities I don t know 42 - Have all relevant municipal departments been represented in the SUMP development team that met regularly? This can for example include departments responsible for transport, land-use planning, environment, economy, tourism, social services or health.

No, only one department was involved Some relevant departments were included Half of the relevant departments were included Most relevant departments were included Yes, all relevant departments were included I don t know 43 - Who has been involved in the analysis of the mobility situation and prioritization of problems? Please select all options that apply.

Colleagues of the department responsible for mobility planning Colleagues of other departments Civil society representatives (e.g., in a stakeholder workshop) Citizens (e.g., public consultation event or online consultation) Regional planning organization and/or other municipalities in your functional urban area I don t know 44 - Who has been involved in the development of long-term vision and objectives? Please select all options that apply.

Colleagues of the department responsible for mobility planning Colleagues of other departments Civil society representatives (e.g., in a stakeholder workshop) Citizens (e.g., public consultation event or online consultation) Regional planning organization and/or other municipalities in your functional urban area I don t know 45 - Who has been involved in the selection of measures? Please select all options that apply.

Colleagues of the department responsible for mobility planning Colleagues of other departments Civil society representatives (e.g., in a stakeholder workshop Citizens (e.g., public consultation event or online consultation)

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Alcantara, M.N.P.A Regional planning organization and/or other municipalities in your functional urban area I don t know VIII. PARTICIPATION 46 - Which of the following stakeholders did you involve in the SUMP development process? Please select all option that apply.

None Citizens Research organization Local interest groups (e.g., taxi driver associations, cycling associations and environmental protection groups) Associations representing "vulnerable users" (e.g. children, disabled people, and elderly people Local business associations Transport operator(s) Traffic police and/or the emergency services Regional stakeholders (e.g., interest groups from neighboring municipalities or the regional transport operator or authority) I don t know 48 - Is the SUMP considered as the main guidance document for transport planning by all municipalities in the functional urban area? No, by no municipalities Only by some municipalities By approximately half of the municipalities By most of the municipalities By all municipalities I don t know 49 - Which methods have been used to inform the public about the SUMP development process? Please select all options that apply.

Not actively communicated Website and social media of the municipal administration Posters in public spaces Newspaper articles Public event in a central location Public events in several parts of the city I don t know 50 - How did you publish and discuss the final draft of the SUMP to provide stakeholders and citizens with the opportunity to make final comments? Please select all options that apply.

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Alcantara, M.N.P.A It was presented and discussed with selected stakeholders It was published online It was published online and citizens could give feedback It was presented and discussed with citizen It was presented and discussed with citizens at several events I don t know IX. MONITORING AND EVALUATION 51 - How often are the indicators for the SUMP targets going to be measured to review progress? Not specified in the SUMP Some indicators monitored at least every 5 years Half of the indicators monitored at least every 5 years Most indicators monitored at least every 5 years All indicators monitored at least every 5 years I don t know 52 - After implementing a mobility measure, how often do you evaluate its success? Never Sometimes About half the time Most of the time Always I don t know 53 - Which evaluation methods do you usually use to evaluate the implementation of mobility measures? Please select all options that apply.

Usually no evaluation Only intuitive assessment Quantitative (e.g., traffic counting) or qualitative methods (satisfaction survey) to measure the mobility situation afterwards Quantitative (e.g., traffic counting) or qualitative methods (satisfaction survey) to measure the mobility situation before and afterwards I don t know 54 - How long did it take to develop the SUMP? Please estimate the time period from the decision to develop a plan until finalization, not including adoption by the local council.

Less than 1 year 1 to 2 years 2 to 3 years More than 3 years I don t know

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Alcantara, M.N.P.A 55 - How much did it cost for your planning authority to develop the SUMP? Please give a rough estimation. This should include costs of working hours of internal staff as well as external consultants and procured services. It should not include costs of implementing measures. Please also exclude the costs of developing a new transport model or updating it.

I don t know Congratulations! You have reached the end of the SUMP Self-Assessment. On the next page, you will see your results. If you would like to get informed about future learning or funding opportunities for SUMP development, please fill in your name and email address below.

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Appendix C | Results of SUMP Self-Assessment Vienna

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Appendix D | Results of SUMP Self-Assessment Brussels

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Appendix E | Results of SUMP Self-Assessment Budapest

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Appendix F | Results of SUMP Self-Assessment Rome

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Appendix G | Results of SUMP Self-Assessment Lisbon

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Appendix H | Results of SUMP Cycle Overall Comparison

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Appendix I | Results of SUMP Cycle Phase 1 Overall Comparison

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Appendix J | Results of SUMP Cycle Phase 2 Overall Comparison

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Appendix K | Results of SUMP Cycle Phase 3 Overall Comparison

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Appendix L | Results of SUMP Cycle Phase 4 Overall Comparison

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PoliMi Master Thesis | SUMPS AND THE TRANSITION BEHIND PLANNING PARADIGMS

Articles inside

6. Conclusions

Figure 78. Case Studies Comparison Results - Principles of SUMP

Activities

Figure 74

Figure 73

Figure 75. Lisbon MOVE Results - Principles of SUMP

Figure 69

Figure 70

Figure 68

Figure 65

Figure 64

Figure 63. Universal Accessibility, the unifying concept of PUMS

Figure 60

Figure 61

Figure 59. Budapest BMT Results - Principles of SUMP

Figure 58

Figure 57

Figure 56

Figure 50

Figure 55

two phases

of intervention

Figure 47

Figure 45

network

Figure 44

during the April 2017 forum

originally in French, as la perception de la mobilité et de la sécurité routière

Figure 43

Figure 41

Figure 40. Vienna STEP UMP Results - Principles of SUMP

Figure 38. Overview of Vienna STEP UMP's Phase 3 analyses

Figure 39. Overview of Vienna STEP UMP's Phase 4 analyses

Figure 33. Structure of Chapter 4

Figure 37

Table 5

Figure 36

Figure 31. Coding guide based on SUMP 12 Steps elements

Figure

transport modes

and stations from their bike-sharing systems and cycling infrastructure kilometers

Figure 24. Lisbon Modal Split 2017

Figure 23

Figure 22. Lisbon location and statistics

Figure 21. Rome Modal Split 2016

Figure 20

Figure 19. Rome location and statistics

Figure 18. Budapest Modal Split 2017

Figure 16. Budapest location and statistics

Figure 15. Brussels Capital Region Modal Split 2019

Figure 11

Figure

Figure

Figure 4. The 12 Steps of Sustainable Urban Mobility Planning

Figure 10. Vienna location and statistics

Table 3. Short Table

Figure 1. Research Structure

Table

17 Figure 6. eir Mobility/Transport Plans to be SUMPs

Plans

Figure

Table 1. Paradigms of academic knowledge about urban transport Table 2. Differences between traditional transport planning and Sustainable Urban